PUGSLEY'S   NEW   GUIDE 

TO    THE 

United  States 
Local  Inspectors  Examination 


OF 


Masters  and  Mates 

OF 

Oceaa-Going  Steam  and  Sailing  Ships 

CONTAINING  ALL   USEFUL  INFORMATION 

AND 

Explaining  How  to  Find  Latitude  .and  Longitude  by 

Observation,  and  Many  Otlier  Useful  Calculations 

not  Included  m  the :  Examination 


CAPT.  R.  M.  PUGSLEY 

(LATE  MASTER  U.  S.  TRANSPORT  SERVICE) 

Author  of  "The  Pilot,"  "How  to  Do  the  Work,"  "The  Navigator," 
"Mariner's  Guide,"  "Current-Course  Projector,"  "Course  Protractor," 
"Learner's  Cottipass  Card,"  "Course  Corrector,"  Transparent  Storm 
Cards,  Distance-off  Finder,  etc. 


PRICK, 


NEW  EDITION 


PUBLISHED   BY 

R.    M. 

NEW  YORK  CITY,  N.  Y. 
1915 


Copyright,  iQia^  by  R.  M.  PUGSLEY 


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PREFACE. 

THIS  work  is  not  only  a  complete  guide  to  the  United  States 
Local  Inspectors  Examination  of  Masters  and  Mates,  a  treatise 
on  navigation,  nautical  astronomy  and  law  of  storms,  but  a 
valuable  text-book  for  the  student  and  a  handy  work  for  the 
navigator  to  use  as  a  reference. 

At  present,  no  other  work  is  published  which  contains  an  exact 
list  of  questions  given  by  the  Examiners. 

In  the  preparation  of  this  work  no  effort  has  been  spared  in 
making  the  problems  as  plain  and  simple  as  possible,  and  the 
methods  used  are  the  most  reliable,  and  can  be  performed  with 
any  epitome  of  navigation;  but  for  convenience,  only  that  of 
Bowditch  and  no  other  has  been  used  in  working  out  the  various 
examples. 

A  complete  set  of  problems,  all  of  which  are  for  the  1902 
almanac,  and  cover  every  requirement  of  the  applicant  for  a 
license  as  third,  second,  first  mate,  or  master  of  either  sail  or 
steam  vessels,  will  be  found  in  these  pages. 

The  examinations  for  third,  second  and  chief  mate  are  the  same. 

Any  applicant  for  a  license  as  master  or  mate  who  writes  the 
answers  to  the  questions  given  him,  so  as  to  contain  the  substance 
of  those  given  in  these  pages,  and  works  out  the  problems  in  the 
form  given  herein,  will  obtain  the  desired  certificate.  Concerning 
the  rules  of  road,  the  applicant  should  make  a  careful  study, 
and  it  is  suggested  that  he  make  several  small  models  and  place 
on  them,  in  their  proper  positions,  colored  marks  to  represent 
the  various  lights.  Two  days*  practice  with  these  models  placed 
in  every  possible  position  will  be  of  more  service  than  any  set  of 
questions  and  answers  that  could  be  written. 

By  the  use  of  this  volume  any  applicant  may  prepare  himself 
for  the  examination,  and  by  so  doing  save  the  enormous  expense 
due  to  attending  school. 

An  applicant  for  a  license  of  any  kind  should  not  attend  any 
school  which  does  not  guarantee  in  writing  that  he  will  not  fail 
at  the  examination,  and  agrees  also  in  writing  to  return  his 
money  to  him  in  case  of  failure. 

E.  M.  PUGSLEY. 

364900 


Books  and  Instruments 

by 

CAPT.   R.   M.    PUGSLEY 

FOR  SALE  BY  ALL  DEALERS 


CAPT.  PUGSLEY'S  GUIDE  to  the  U.  S.  Local  Inspectors  Examination 
of  Masters  and  Mates  of  Ocean-Going  Steam  ana  Sailing  Ships,  with 
complete  instructions  and  information  for  those  who  wish  to  learn 
navigation  and  save  the  expense  of  attending  school  by  preparing 
themselves  for  the  examination.  Price.  $2.OO. 

CAPT.  PUGSLEY'S  GUIDE  to  the  U.  S.  Local  Inspectors  Examination 
of  Masters  and  Pilots  for  New  York  Bay  and  Harbor.  A  complete 
New  York  Pilot.  Price,  $3.OO, 

CAPT.   PUGSLEY'S   CURRENT-COURSE   PROJECTOR.    Do 

not  guess!  It  is  dangerous  to  do  so.  Use  this  Instrument  and  know 
exactly  how  much  to  allow  for  a  current,  Price,  $3. CO, 

CAPT.  PUGSLEY'S  COURSE  PROTRACTOR. -The  only  instru- 

ment  which  supersedes  the  parallel  rulers.  Handy,  convenient,  durable 
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CAPT.  PUGSLEY'S  COURSE  CORRECTOR..  A  great  aid  to  those 

who  use  true  and  magnetic  courses,  and  apply  deviation,  etc.  Appli- 
cants for  license  should  have  one  at  the  examination  for  use  in  doing 
the  dav's  work  ;  also  in  working  amplitudes,  azimuths,  etc.  Price^ 
$1.00. 

CAPT.    PUGSLEY'S    LEARNER'S    COMPASS    CAftD._For 

those  who  wish  to  learn  the  compass.     Price,  5O  Cents. 

CAPT.  PUGSLEY'S  TRANSPARENT  STORM  CARDS—For 

handling  a  vessel  in  rotary  storms      Prior,  $1.OO. 

CAPT.  PUGSLEY'S  DISTANCE-OFF  FINDER._F»r  finding  the 

Distance-off  a  ship  will  pass  a  fixed  object.     Price,  $1,OO. 

CAPT.    PUGSLEY'S    TRANSPARENT  COMPASS   CARD*— 

A  useful  compass  card.     Price,  5O  Cents. 


Any  of  the  above  books  and  instruments  sent  to  any  address 
on  receipt  of  price  by 

CAPT.  R.  M.  PUGSLEY 
17  South  Street,  New  York  City 


LIST  OF  QUESTIONS 

on  the  examination  papers  for  master  and  mate.  Where  ques- 
tions have  two  numbers,  the  second  one  refers  to  mate's  examina- 
tion paper,  and  the  absence  of  such  number  indicates  that  the 
question  does  not  apply  to  mates. 

QUESTION  1,1.     What  is  latitude? 

2,  2.     Explain  method  of  obtaining  latitude  by  dead-reckoning? 

3,  3.     How  do  you  proceed  to  find  the  latitude  by  a  meridian 

observation  of  the  sun? 

4,  How  do  you  find  the  latitude  by  ex-meridian  altitudes  of 

the  sun? 

5,  How  do  you  find  the  latitude  by  a  meridian  observation 

of  the  moon? 

6,  4.     How  do  you  find  the  latitude  by  an  altitude  of  the  pole- 

star? 

7,  5.     What  is  longitude? 

8,  6.     How  do  you  obtain  longitude  by  dead-reckoning? 

9,  7.     Explain  the  method  of  finding  longitude  by  chronometer? 

10.  How  do  you  find    longitude    from    sunrise    and    sunset 

sights  ? 

11.  How  do  you  find  longitude  by  altitudes  taken  near  noon? 

12.  Explain  "Sumrier's  method"? 

13.  8.     How  do  you  find  course  and  distance? 

14.  Explain  "plane  sailing"? 

15.  Explain  "middle  latitude  sailing"? 

16.  Explain  "Mercator's   sailing"? 

17.  9.     How  do  you  detect  an  error  in  a  quadrant  or  sextant? 


18.  10.  How  do  you  adjust  a  quadrant? 

19.  11.     How  do  you  adjust  a  sextant? 

20.  12.  What  is  polar  distance? 

13       (mate  only).    What  is  declination? 

21.  14.  What  is  zenith  distance? 

22.  What  is  parallax? 

23.  15.  What  is  refraction? 

24.  What  is  right  ascension? 

25.  What  is  radius? 

26.  What  is  the  dip  of  the  horizon? 

27.  16.  What  is  equation  of  time? 

28.  17c  What  is  apparent  time? 

29.  18.  What  is  mean  time? 

30.  What  is  sidereal  time? 

31.  What  is  semi-diameter? 

32.  What  is  a  meridian? 

33.  What  is  the  ecliptic? 

34.  19.  What  is  an  amplitude? 

35.  What  is  an  angle? 

36.  What  is  an  axis? 

37.  20.  What  is  an  azimuth? 

38.  What  are  "diurnal  motions"? 

39.  How  are  logarithms  used? 

40.  What  advantage  is  gained  by  their  use? 

41.  21.  How  can  you  find  the  variation  of  the  compass  by  an 

amplitude? 

42.  What  are  the  causes  of  local  deviation  of  the  compass? 

43.  How  can  you  ascertain  their  extent? 

44.  How  can  you  correct  them? 

45.  What  do  you  understand  by  "Mercator's  chart"? 

46.  22.  How  would  you  heave  a  steamer  to  in  a  gale? 

47.  23.  How  would  you  heave  a  steamer  to  if  machinery  was  dls* 

abled? 

48.  24.  Explain  use  and  construction  of  a  "drag"? 


49,  What  method  would  you  adopt  to  steer  a  ship  if  the  rud- 

der was  lost  or  disabled? 

50,  25.     What  are  the  fog-signals  for  a  steamer  under  weigh? 

51,  26.     What  are  the  fog-signals  for  sailing-vessels  under  weigh? 

52,  27.     What  are  the  fog-signals  for  vessels  at  anchor? 

53,  28.     What  are  the  lights  for  an  ocean-steamer  under  weigh? 

54,  29.     What  are  the  lights  for  a  sailing-vessel  under  weigh? 

55,  30.     What  are  the  lights  for  a  towing-boat? 

56,  31.     What  is  the  light  for  a  vessel  at  anchor? 

57,  How  do  you  obtain  the  bearing  of  the  centre  of  a  cyclone? 

58,  How  would  you  manage  to  avoid  the  centre? 

59,  What  motions  has  a  cyclone? 

60,  What  signal  do  you  make  for  a  pilot? 

61,  32.     What  is  a  "bill  of  lading"? 
32,  33.     What  is  a  manifest? 

63,  What  is  a  protest? 

64,  What  is  a  charter  party? 

65,  What  is  a  bottomry  ? 

66,  34.     How  do  you  mark  a  lead-line? 

67,  35.     How  do  you  mark  a  log-line? 

68,  36.     What  is  the  penalty  when  an  officer  of  a  steamer  fails  to 

keep  the  equipment  in  proper  order? 

69,  What  monthly  report  are  you  required  by  law  to  make  to 

the  United  States  Local  Inspectors? 

70,  37.     What  publications  are  required  by  law  to  be  on  board 

steamers    and    which    are    you    compelled    to    allow 
passengers  to  use  if  called  for? 

71,  38.     What  are  the  duties  of  watchmen  in  passenger  steamers 

and  how  many  are  required? 

72,  39.     How  can  you  test  a  life-preserver? 

73,  40.     What  notices  regarding  life-preservers  are  required  and 

how  many? 

74,  41.     Where  are  life-preservers  to  be  located? 


8 


75,  42.     How  many  life-preservers  are  required? 

76,  43.     Where    does    the    law    require    the    steam-whistle    to    be 

located  ? 

77,  44.     What  is  a  station  bill? 

78,  45.     How  can  you  test  fire  hose  and  how  would  you  keep  it 

ready  for  use? 

79,  46.     What  is  the  fire  alarm? 

80,  47.     How  often  are  fire  and  boat  drills  required  by  law? 

81,  48.     How  does  the  law  require  woodwork  around  stoves,  stove- 

pipes, in  lamp  lockers,  etc.,  to  be  protected? 

82,  49.     How  often  are  you  required  to  drill  the  crew  in  the  use 

of  the  line  carrying  gun? 

83,  50.     What  equipment  does  a  lifeboat  require  by  law? 

84,  51.     How  must  lifeboats  be  carried  and  overhauled? 

85,  52.     What  equipment  does  a  liferaft  require  by  law? 

86,  53.     What  would  you   do   in   case  of   fire? 

87,  54.     Describe  size  and  construction  of  a  fog  bell. 

88,  When  your  vessel  is  to  be  hauled  out,  what  report  do  you 

make  and  to  whom? 

89,  How  can  you  calculate  the  area  of  drag  required  by  law 

for  a  steamer? 

90,  55.     What  is  astronomical  time  and  date? 

91,  Explain  method  of  obtaining  latitude  by  meridian  alti- 

tude of  a  fixed  star. 

92,  Explain  method  of  obtaining  latitude  by  meridian  alti- 

tude of  a  planet? 

93,  How  can  you  find  the  approximate  time  of  meridian  pas- 

sage of  a  fixed  star? 

94,  How  do  you  find  which  fixed  star  will  be  on  the  merid- 

ian? 

95,  56.     How  can  you  find  the  time  of  high  water  when  tide  tables 

are  not  available? 

96,  57.         How  can  you  find  the  distance  off  a  fixed  object  by  a 

four  point  bearing? 


9 


97,  58.     How  c~n   you   find  the  distance  off  a    fixed   object  by  a 

two  point  bearing? 

98,  59.     How  can  you  find  the  distance  off  a  fixed  object  by  a 

one  point  bearing? 

99,  60.     How  can   you   find   the  distance  off   a   fixed   object,   the 

height  of  which  is  known? 

100,  What  precautions  would  you  take  when  making  the  land 

during  thick  or  any  bad  weather? 

101,  61.  Explain  the  use  of  wave  oil. 

102,  How  would  you  allow   for  a  current,  the  set  and  drift 

being  known? 

103,  How  can  you  convert  statute  miles  into  nautical  miles? 

104,  What  are  yoij:i  Duties  on  joining  a  vessel  as  master? 

105,  62.  What  would  be  your  duty  when  relieving  the  officer  in 

charge  of  the  watch  and  while  you  are  in  charge  of 
the  watch? 

106,  63.  You  being  the  officer  in  charge  of  a  steamer  or  the  officer 

detailed  to  accompany  the  United  States  Steamboat 
Inspector  during  the  inspection  of  a  vessel,  what 
would  be  your  duty? 

107,  What  would  you  do  in  case  of  collision? 

108,  If  your  vessel  was  anchored  near  a  shoal  on.  either  side, 

which  way  would  you  sheer  the  ship  and  why? 

109,  What  is  the  penalty  for  blowing  unnecessary  whistles? 

110,  64.  What  is   the   penalty  for   navigating  a   steamer  beyond 

the  waters  called  for  in  her  certificate  or  the  officer's 
license? 

111,  65.  What   are  the  bell   signals  from  the  pilot-house  to  the 

engine-room? 

112,  66.  What  is  the  penalty  for  flashing  a  searchlight  into  the 

pilot  house  of  a  passing  vessel? 

113,  67.  What  are  the  chief  essentials  that  make  an  efficient  com- 


10 


114,  68.  State  the  chief  points  to  be  considered  when  selecting  a 

place  for  your  compass  on  board  ship  and  what  must 
be  particularly  guarded  against? 

115,  69.  Describe   how  you  would  stow  a   compass  when  out  of 

use  and  why? 

116,  70.  What  is  leeway? 

117,  71.  What  is  compass  error? 

118,  72.  What  is  variation  of  the  compass  and  how  do  you  find  it? 

119,  73.  What  is  deviation  of  the  compass? 

120,  74.  What  is  heeling  error  of  the  compass? 

121,  75.  What  is  a  true  bearing? 

122,  76.  What   is  a   compass  bearing? 

123,  77.  WThat  is  a  magnetic  bearing? 

124,  78.  What  is  a  compass  course? 

125,  79.  What  is  a  true  course? 

126,  80.  How  can  you  find  the  deviation  of  the  compass  by  alti- 

tude azimuths? 

127,  81.  How  can  you  find  the  deviation  of  the  compass  by  use 

of  the  azimuth  tables? 

128,  How  can  you  find  the  true  bearing  of  the  moon,  planets, 

or  fixed  stars  by  use  of  the  azimuth  tables? 

129,  82.  How  can  you  find  the  deviation  of  the  compass  by  recip- 

rocal bearings? 

130,  83.     How  can  you   find  the  magnetic  bearing  of   a   distant 

fixed   object   and  the   deviation   of   the   compass   by 
equidistant  bearings? 

131,  84.     What  is  the  least  distance  the  object  should  be  from  the 

ship  to  obtain  the  magnetic  bearing  accurately? 

132,  85.     How  can  you  find  the  deviation  of  the  compass  while 

sailing  along  a  coast? 

133,  86.     Name  some  of  the  objects  by  which  you  could  obtain 

the  deviation  of  the  compass  while  sailing  along  a 
coast  on  which  you  are  acquainted. 


11 


134,  87.     To  construct  a  deviation  table  is  it  necessary  to  bring 

the  ship's  head  to  more  than  one  point  and  if  so, 
state  the  reason? 

135,  88.     When    swinging    ship    to    construct   a   deviation   table, 

what   is   the   least   number   of   points   to   which   the 
ship's  head   should  be  brought? 

136,  89.     How  often  would  you  test  the  deviation  table? 

137,  90.     Having  found  the  deviation  of  the  compass,  how  would 

you  know  if  it  is  east  or  west? 

138,  91.     Under  what  conditions  would  you  expect  the  deviation 

of  the  compass  to  change? 

139,  What  effect  do  like  and  unlike  poles  of  magnets  have 

on  each  other? 

14Q.  On  what  courses  would  you  expect  the  heeling  error  to 

be  greatest  and  least? 

141,  92.     Explain  the  construction  and  use  of  a  pelorus. 

142,  93.     What  is  a  chart? 

143,  94.     Describe  a  Mercator  chart. 

144,  95.     Where  do  you  measure  latitude  on  a  Mercator  chart? 

145,  96.     Where  do  you  measure  longitude  on  a  Mercator  chart? 

146,  97.     Where  do  you  measure  distance  on  a  Mercator  chart? 

147,  98.     What  do  the  figures  on  the  white  surface  indicate? 

148,  99.     What  do  the  figures  on  the  dark  surface  indicate? 

149,  100.     What  do  the  figures  on  the  land  portion  indicate? 

150,  101.     How  would  you  know  if  the  compasses  on  the  chart  are 

true  or  magnetic? 

151,  How  would  you  correct  a  sounding  for  the  height  of 

tide  above  low  water? 

152,  102.     How  can  you  find  a  course  and  distance  by  chart? 

153,  103.     How  can  you  find  a  vessel's  position  on   a   chart  by 

cross  bearings  of  two  or  more  fixed  objects  which 
are  shown  on  the  chart? 

154,  104.     How  would  you  prepare  for  receiving  cargo? 

155,  105.     How  would  you  use  dunnage? 


12 


156,  106.     How  would  you  dunnage  for  guano? 

157,  107.     What    is   general    cargo? 

158,  108.     How  would  you  dunnage  for  a  general  cargo? 

159,  109.     How    would    you    stow    heavy    weights    in    a    general 

cargo  ? 

160,  110.     How  would  you  stow  railroad  iron? 

161,  111.     How  would  you  stow  the  first  ti^r  of  casks? 
lf}2,  112.     How  would  you  stow  the  second  tier  of  casks? 

163,  113.     How  can  you  find  the  bung  side  of  a  cask  in  the  dark? 

164,  U4.     Why  should  casks  be  stowed  bung  up? 

165,  What  is  the  capacity  of  a  barrel,  pipe,  puncheon  and 

hogshead  ? 

166,  How  many  tiers  high  would  you  stow  casks? 

167,  115.     When  stowing  timber  what  would  you  be  careful  to 

avoid  ? 

168,  116.     How  would  you  stow  case  and  bale  goods? 

169,  117.     Why  would  you  stow  bales  on  their  edges  in  the  wing? 

170,  118.     Where   would  you   stow   carboys   of   acids? 

171,  119.     Where  would  you  stow  tar,  oil,  rosin,  and  other  cargo 

of  that  nature  in  a  general  cargo? 

172,  120.     Where  would  you  stow  wines,   liquors,   etc.? 

173,  121.     WThen,  where  a.nd  what  kind  of  petroleum  is  allowed 

as  cargo  in  passenger  steamers? 

174,  122.     What  cargoes  are  most  liable  to  spontaneous  combus- 

tion? 

175,  123.     To  what  draught  should  a  vessel  be  loaded? 

176,  Explain  how  you  would  load  a  ship  in  fresh  or  brack- 

ish water  to  have  her  proper  draught  in  sea  water. 

177,  124.     What    precautions    would    you    take    when    loading   a 

ship  in  shallow  water? 

178,  125.     What  cargo   is  prohibited  in  passenger   steamers  V 

179,  How  can  you  test  the  stability  of  a  vessel? 

180,  126.     How  can  you  find  the  safe  working  load  for  manila 

rope? 


13 


181,  127.     What  are  the  rules  for  steam  vessels  meeting  end  on? 

182,  128.     What  are  the  rules  for  steam  vessels  crossing? 

183,  129.     What  are  the  rules  for  steam  and  sail  vessels  meeting 

or  crossing? 

184,  130.     What  are  the  rules  for  a  vessel  overtaking  another? 

185,  131.     What  are  the  whistle  signals  for  steamers  in  sight  of 

each  other? 

186,  132.     What  is  the  rule  for  steam  vessels   in  narrow  chan- 

nels? 

187,  133.     When  one  vessel  must  keep  out  of  the  way,  what  must 

the  other  one  do? 

188,  134.     When  you  see  a  vessel  forward  of  your  beam  and  coin- 

ing toward  you,  how  would  you  know  which  vessel 
can  safely  cross  the  other  or  if  danger  of  collision 
exists  ? 

189,  135.     When  is  a  steam  vessel  a  sail  vessel  within  the  meaning 

of  the  "rules  of  the  road"? 

190,  136.     When  is  a  vessel  underway? 

191,  137.     What  is  the  light  for  a  vessel  being  overtaken? 

192,  138.     What  are  the  rules  for  sailing  vessels? 

193,  139.     When  must  a  sailing  vessel  keep  out  of  the  way  of  a 

steamer  ? 

194,  140.     Wliat  are  the  signals  for  vessels  not  under  command? 

195,  141.     What  are  the  fog-signals  for  a  steamer  underway,  but 

stopped  ? 

196,  142.     What  are  the  signals  for  a  vessel  ashore  in  a  fairway? 

197,  143.     What  are  the  signals  for  a  steamer  under  sail  only 

with  her  funnel  up? 

198,  144.     What  are  the  signals  for  a  vessel  laying  or  picking  up 

a  telegraph   cable? 

199,  145.     When  can  vessels  not  under  command  or  vessels  lay- 

ing or  picking  up  telegraph  cables  carry  sidelights  ? 


14 


200,  146.     If  you  were  running  before  the  wind  and  saw  the  red 

and  green  sidelights  of  a  vessel  right  ahead,  what 
would  you  do? 

201,  147.     Is  there  any  reason  why  a  steamer  should  not  carry 

sail  in  foggy  weather? 

202,  148.     Is    there    any    reason^vvhy    a    sail    vessel    should    not 

carry  full  sail  in  foggy  weather? 

203,  149.     What  are  the  distress  signals? 

204,  You  being  in  charge  of  a  ship  about  ready  to  sail,  what 

would  be  your  duty? 


15 


ANSWERS  T#  THE  QUESTIONS 

on  the  examination  paper  for  master,  which  must  be  written 
where  the  examination  takes  place.  Where  questions  have,  two 
numbers,  the  second  one  refers  to  the  mate's  examination  paper, 
and  the  absence  of  such  number  indicates  that  the  question  does 
not  apply  to  mates.  Q.  means  question,  Ans.  means  answer. 

Q.  1,  1.  What  is  latitude?  Ans.  The  distance  any  place  is 
north  or  south  of  the  equator,  and  is  expressed  in  degrees,  min- 
utes and  seconds. 

Q.  2,  2.  Explain  method  of  obtaining  latitude  by  dead-reckon- 
ing? Ans.  After  the  courses  have  been  corrected  for  leeway,  de- 
viation, variation,  heave  of  the  sea,  bad  steering,  etc.,  enter  them 
in  a  traverse  table,  and  opposite  each  course  their  respective  dis- 
tances. Then  from  a  table  of  latitude  and  departure,  take  out  the 
difference  of  latitude  corresponding  to  each  course  and  distance, 
and  place  them  in  their  respective  columns.  To  the  latitude  left 
apply  the  difference  of  the  sums  of  the  two. 

Q.  3,  3.  How  do  you  proceed  to  find  the  latitude  by  a  meridian 
observation  of  the  sun?  Ans.  Correct  the  observed  meridian  al- 
titude for  instrumental  error,  semi-diameter,  dip,  refraction  and 
parallax.  This  subtracted  from  90°  gives  the  zenith  distance 
which  is  named  contrary  to  the  sun's  bearing.  To  the  zenith  dis- 
tance add  or  subtract  the  sun's  declination  corrected  for  longitude, 
according  if  of  same  or  different  name.  The  latitude  takes  the 
name  of  the  greater  of  the  two. 


10 

Q.  4.  How  do  you  find  latitude  by  ex-meridian  altitudes  of  th« 
Miri?  Ans.  Observe  an  altitude  near  noon  and  apply  the  usual 
corrections.  To  the  constant  log.  0.29300  add  the  log.  cosine  of  the 
latitude  by  account;  log.  cosine  of  the  corrected  declination,  and 
the  log.  cosecant  of  the  sum  of  the  latitude  by  account  and  the 
corrected  declination  when  these  two  quantities  are  of  differ- 
ent name,  and  their  difference  when  of  the  same  name.  The 
sum  will  be  the  log.  of  the  change  of  altitude  in  one  minute  from 
noon.  Multiply  this  number  by  the  square  of  the  time  from  noon 
to  get  the  reduction.  The  remainder  of  the  calculation  is  same 
as  meridian  altitude. 

Q.  5.  How  do  you  find  latitude  by  meridian  observation  of  the 
moon?  Ans.  The  same  as  meridian  altitude  of  the  sun,  except 
that  the  declination  must  be  corrected  to  the  Greenwich  minute 
of  observation,  and  that  a  correction  for  parallax  must  be  ap- 
plied. 

Q.  6,  4.  How  do  you  find  the  latitude  by  an  altitude  of  the 
pole-star.  Ans.  Correct  the  altitude  for  instrumental  error,  dip 
and  refraction.  Turn  the  time  of  observation  into  sidereal  time, 
and  from  It  subtract  the  star's  right  ascension,  and  the  remainder 
will  be  the  hour  angle.  To  the  log.  cosine  of  the  hour  angle  add 
the  log.  of  the  polar  distance  in  minutes.  The  logarithm  thus 
found  will  give  the  correction  in  minutes  to  be  subtracted  from 
the  altitude,  except  when  the  hour  angle  is  more  than  6  hours 
p,nd  less  than  18  hours,  when  the  correction  is  additive. 

Q.  7,  5.  What  is  longitude?  Ans.  It  is  the  arc  of  the  equator 
intercepted  between  the  prime  meridian  and  the  meridian  of  any 
place. 

'Q.  8,  6.  How  do  you  find  longitude  by  dead-reckoning?  Ans. 
Correct  the  courses  and  enter  them  in  traverse  table  the  same  as 


17 

for  finding  latitude  by  dead-reckoning,  and  from  table  of  latitude 
and  departure  take  out  the  corresponding  departures  and  place 
them  in  their  respective  columns  and  take  the  difference  of  the 
two  sums.  Then  enter  table  of  latitude  and  departure  with  the 
middle  latitude  as  a  course,  and  find  the  departure  made,  in  the 
latitude  column,  and  the  corresponding  number  in  the  distance 
column  will  be  the  difference  of  longitude  which  must  be  applied 
to  the  longitude  left  to  get  the  longitude  in. 

0.  9,  7.  Explain  method  of  finding  longitude  by  chronometer? 
Ans.  Observe  an  altitude  of  the  body  when  on  or  as  near  the 
prime  vertical  as  possible,  and  note  the  time  by  chronometer. 
Correct  the  altitude  as  usual,  and  apply  the  rate  of  the  chro- 
nometer to  the  time  noted,  and  correct  the  declination  to  the  in- 
stant (Greenwich)  of  observation.  From  half  the  sum  of  the  true 
altitude,  latitude  and  polar  distance,  subtract  the  true  altitude. 
Then  add  together  the  secant  of  the  latitude,  cosecant  of  the  polar 
distance,  cosine  of  the  half  sum  and  sine  of  the  remainder.  By 
Bowditch  this  resulting  logarithm  is  divMed  by  2  to  get  the  sine  / 
of  apparent  time;  but  if  working  by  Thorn,  that  operation  is  not 
performed.  The  time  corresponding  to  this  sine  is  the  apparent 
time  at  ship  when  the  observation  was  obtained.  Correct  the 
equation  of  time  to  the  instant  of  observation  (Greenwich)  and 
apply  it  as  directed  to  the  local  apparent  time.  The  difference 
between  the  mean  time  of  observation  and  that  of  Greenwich  at 
the  same  instant  is  the  longitude  of  the  ship  in  time,  and  this 
is  turned  into  degrees,  etc. 

Q.  10.  How  do  you  find  longitude  by  sunrise  and  sunset  sights? 
Ans.  With  a  good  glass  observe  the  sun's  limb  to  touch  the  horizon 
and  note  the  time  by  chronometer.  In  this  observation  the  alti- 
tude is  a  negative  quantity  and  is  found  by  adding  the  dip  to  the 
refraction  for  0°  and  to  the  result  add  the  semi-diameter  if  the 
upper  limb  is  observed;  but  subtract  if  the  lower  limb  is  ob- 


18 

served.  From  the  surri  of  the  latitude  by  account  and  the  polar 
distance  subtract  the  negative  altitude,  divide  the  result  by  2  and 
add  the  negative  altitude  to  get  the  remainder.  From  here  this 
calculation  is  performed  the  same  as  finding  longitude  by  chro- 
nometer. 

Q.  11.  How  do  you  find  longitude  by  altitudes  taken  near  noon*> 
Ans.  About  as  many  minutes  before  noon  as  the  ship  is  degrees 
of  latitude  from  the  equator,  observe  an  altitude  of  the  sun,  note 
the  time  by  chronometer  and  clamp  the  instrument.  When  the 
sun  falls  to  the  same  altitude,  again  note  the  time  by  chronometer. 
Half  the  sum  of  these  two  times,  after  applying  the  rate  and  equa- 
tion of  time,  will  be  the  longitude  in  time,  the  time  at  ship  being 
0  h.  0  m.  0  s.,  or  noon.  If  after  taking  the  first  altitude  the  ship 
changes  her  position  by  sailing  toward  the  sun,  the  reading  on  the 
instrument  must  be  increased  the  same  number  of  minutes  as  the 
difference  of  latitude.  If  she  has  sailed  from  the  sun,  the  second 
altitude  must  be  decreased. 

Q.  12.  Explain  Sumner's  method?  Ans.  Observe  an  altitude 
noting  the  chronometer  time,  and  apply  the  usual  corrections. 
Assume  two  latitudes,  one  some  10  or  15  miles  north  of  the  lati- 
tude by  account  and  another  the  same  distance  south  of  that  posi- 
tion. Find  the  longitude  in  the  usual  way,  using  both  latitudes, 
which  will  give  two  longitudes  to  be  put  on  the  chart  in  their  re- 
spective latitudes,  and  connect  the  two  positions  by  a  line.  About 
an  hour  later,  or  when  the  azimuth  has  changed  about  20°,  ob- 
serve a  second  altitude  and  note  the  time  as  before,  and  work  this 
observation  in  the  same  manner,  and  the  result  will  be  two  more 
longitudes  which  are  connected  by  a  line.  These  two  lines  cross 
at  a  point  called  the  ship's  position.  If  the  ship  has  sailed  during 
the  interval,  the  first  line  of  position  must  be  moved  a  correspond- 
ing distance  on  the  same  course. 


19 

Q.  13,  8.  How  do  you  find  course  and  distance?  Ans.  By 
chart,  or  by  plane,  middle  latitude  or  mercator  sailings. 

Q.  14.  Explain  plane  sailing?  Ans.  The  theory  of  this  sailing 
is  that  the  earth's  surface  is  a  plane,  on  which  the  degrees  of  lat- 
itude and  longitude  are  everywhere  equal. 

Q.  15.  Explain  middle  latitude  sailing?  Ans^  Half  the  sum  of 
the  latitude  left,  and  the  latitude  in,  will  give  the  middle  lati- 
tude. With  it  enter  table  of  latitude  and  departure  as  if  a  course. 
In  the  latitude  column  find  the  departure,  and  the  corresponding 
number  in  the  distance  column  will  be  the  difference  of  longitude. 
The  difference  of  longitude  may  be  employed  in  similar  manner 
to  find  the  departure,  and  with  that  quantity  and  the  difference  of 
latitude,  enter  the  table  of  latitudes  and  departures  where  they 
are  found  to  agree,  the  number  in  the  distance  column  will  b;j  the 
distance  required,  and  the  course  is  taken  from  the  top  or  bottom 
of  the  table,  according  as  the  difference  of  latitude  or  the  depar- 
ture is  the  greater. 

Q.  16.  Explain  Mercator's  sailing?  Ans.  From  a  table  of  me- 
ridional parts  take  out  the  corresponding  number  for  the  latituda 
of  each  place.  If  the  places  are  in  latitude  of  same  name,  the 
difference  of  these  two  quantities  will  be  the  meridional  difference 
of  latitude;  but  when  the  latitudes  'are  of  different  name,  take 
their  sum.  Find  this  result  and  the  difference  of  longitude  to 
agree  in  a  table  of  latitude  and  departure,  taking  the  meridional 
difference  of  latitude  in  the  latitude  column  and  the  difference  of 
longitude  in  the  departure  column,  which  gives  the  course.  The 
distance  will  be  found  opposite  the  proper  difference  of  latitude 
on  same  page. 

Q.  17,  9.  How  do  you  detect  an  error  in  a  quadrant  or  sextant? 
Ans.  By  testing  the  adjustment. 


20 

Q.  18,  10.  How  do  you  adjust  a  quadrant?  Ans.  Move  the 
vernier  to  about  the  middle  of  the  arc,  and  if  the  true  and  re- 
flected arcs  in  the  index  glass  appear  in  an  unbroken  line,  the 
index  glass  is  perpendicular  to  the  plane  of  the  instrument.  If 
the  true  and  reflected  arcs  appear  broken,  the  index  glass  must  be 
adjusted  by  handling  the  screws.  Now  set  the  vernier  at  0°,  and 
holding  the  instrument  face  up,  look  through  the  horizon  glass. 
If  the  true  and  reflected  horizons  appear  in  an  unbroken  line  the 
adjustment  is  correct.  Now  hold  the  instrument  in  the  ordinary 
position  for  observing  altitudes,  and  if  the  true  and  reflected  hori- 
zons show  in  an  unbroken  line,  that  adjustment  is  correct.  If  not 
in  proper  adjustment,  it  can  be  adjusted  by  handling  the  screws 
about  the  glass. 

Q.  19,  11.  How  do  you  adjust  a  sextant?  Ans.  The  same  as  a 
quadrant,  except  the  telescope,  which  must  be  parallel  to  the 
plane  of  the  instrument. 

Q.  20,  12.  What  is  polar  distance?  Ans,  The  angular  distance 
any  heavenly  body  is  from  the  pole  of  the  latitude  of  the  observer. 

Q.  13.  This  question  for  MATE  OXLY.  What  is  declination? 
Ans.  The  angular  distance  any  heavenly  body  is  from  the  plane 
of  the  equator. 

Q.  21,  14.  What  is  zenith  distance?  Ans.  The  angular  dis- 
tance any  heavenly  body  is  from  the  zenith  (that  point  directly 
over  the  observer's  head). 

Q.  22.  What  is  parallax?  Ans.  The  difference  between  an  al- 
titude observed  on  the  earth's  surface  and  an  imaginary  one  ob- 
served at  the  earth's  centre. 

Q.  23,  15.  What  is  refraction?    Ans.  The  angular  distance  any 


21 

heavenly  body  appears  above  its  true  place  in  the  heavens.     It  is 

caused  by  the  earth's  atmosphere. 

. 

Q.  24.  What  is  right  ascension?     Ans.  It  is  the  celestial  iongi-    \  •. 
tude  of  a  heavenly  body  reckoned  from  the  first  point  of  Aries  ' 
entirely  around  the  heavens  toward  the  east   and  i*  exprpssed  in 
time. 

Q.  25.  What  is  radius1;  Ans.  Half  a  diameter  of  a  circle,  or  the 
distance  from  the  centre  to  the  surface  of  a  sphere. 

Q.-2G.  What  is  dip  of  the  horizon?  Ans.  The  angular  distance 
an  observer  sees  below  the  true  horizon  because  of  the  elevation 
of  his  eye  above  the  level  of  the  sea. 

Q.  27,  10.  \Vhat  is  equation  of  time?  Ans.  The  difference  be- 
tween mean  and  apparent  time. 

Q.  28,  17.  What  is  apparent  time?  Ans.  Time  reckoned  from 
the  sun's  passage  over  a  meridian. 

Q.  29,  18.  What  is  mean  time?  Ans.  Because  of  the  form  of 
the  earth's  orbit,  the  apparent  solar  day,  or  the  interval  of  time 
between  two  successive  passages  of  the  sun  over  the  same  meridian, 
is  not  of  uniform  length,  and  varies  with  the  seasons  of  the  year. 
Mean  time  is  the  average  length  of  the  apparent  solar  day,  and  is 
that  time  shown  by  well-regulated  chronometers  and  clocks. 

Q.  30.  What  is  sidereal  time?  Ans.  A  sidereal  day  is  the  in- 
terval of  time  between  two  successive  passages  of  the  same  star 
over  the  same  meridian. 

Q.  31.  What  is  semi-diameter?  Ans.  Half  the  diameter  of  any- 
thing; the  sun,  for  instance. 


Q.  32.  What  is  a  meridian?  Ans.  A  semi-great  circle  passing 
from  pole  to  pole,  its  plane  cutting  that  of  the  equator  at  right 
angles. 

Q.  33.  What  is  the  ecliptic?  Ans.  It  is  that  great  circle  of  the 
celestial  concave  which  the  sun  seems  to  describe  in  its  annual 
motion,  or  the  earth's  path  around  the  sun. 

Q.  34,  19.  What  is  an  amplitude?  Ans.  The  angular  distance 
any  heavenly  body  when  on  the  horizon  is  from  the  east  or  west 
points  of  the  horizon. 

Q.  35.  What  is  an  angle?  Ans.  The  space  lying  between  two 
lines  not  parallel. 

Q.  36.  What  is  an  axis?  Ans.  The  centre  about  which  anything 
is  supposed  to  revolve.  The  north  and  south  poles  of  the  earth  are 
the  extremities  of  its  axis. 

Q.  37,  20.  What  is  an  azimuth?  Ans.  The  bearing  of  any 
heavenly  body  reckoned  from  the  north  point  of  the  horizon  east 
or  west  to  180°  in  north  latitude;  but  from  the  south  in  south 
latitude. 

Q.  38.  What  are  diurnal  motions?  Ans.  Daily  revolution  of 
any  heavenly  body  on  its  axis. 

Q.  39.  How  are  logarithms  used?  Ans.  For  multiplying,  divid- 
ing, extracting  roots  and  raising  numbers  to  any  desired  power, 
and  for  various  other  operations. 

Q.  40.  What  advantage  is  gained  by  their  use?  Ans.  They 
shorten  and  simplify  mathematical  calculations. 


23 


Q.  41,  21.  How  do  you  find  the  variation  of  the  compass  by  an 
amplitude?  Ans.  When  the  sun  is  about  its  diameter  above  the 
horizon  observe  its  bearing,  note  the  course  at  the  time,  the  amount 
of  heel,  and  whether  to  port  or  starboard.  The  sum  of  the  secant 
of  the  latitude  and  sine  of  the  declination  is  the  sine  of  the  true 
amplitude  reckoned  from  the  east  or  west,  and  takes. the  name  of 
the  declination.  The  difference  between  the  two  bearings  will  be 
the  compass  error.  When  the  compass  bearing  is  to  the  left  of 
the  true  bearing,  the  error  is  east;  to  the  right,  it  is  west. 


Q.  42.  What  are  the  causes  of  local  deviation  of  the  compass? 
Ans.  Iron  and  steel,  of  which  the  ship  may  be  wholly  or  partly 
constructed,  and  like  material  in  the  cargo. 


Q.  43.  How  can  you  ascertain  their  extent?  Ans.  By  amplitude, 
azimuth,  equidistant  bearings,  reciprocal  bearings  and  by  bear- 
ings of  two  known  objects  on  shore  when  in  range. 


Q.  44.  How  can  you  correct  them?     Ans.  By  use  of  magnets. 


Q.  45.  What  do  you  understand  by  Mercator's  chart?  Ans.  On 
this  chart  the  meridians  are  parallel  and  equidistant.  The  de- 
grees of  latitude  are  unequal,  increasing  in  length  toward  the 
poles  in  the  same  proportion  as  the  degrees  of  longitude  are  dimin- 
ished on  the  globe,  and  the  result  is  a  plane  chart. 


Q.  46,  22.  How  would  you  heave  a  steamer  to  in  a  gale?     Ans. 
The  ordinary  steamer  will  lay  best  with  the  sea  3  or  4  points  on 


24 

the  bow,  with  engines  turning  sufficient  to  give  the  vessel  proper 
steerageway,  and  in  case  of  very  violent  storms  many  ships  would 
require  a  drag.  Usually  steamers  will  lay  best  with  wind  a 
point  or  so  on  the  quarter.  High  handed  propeller,  wind  on  the 
starboard  quarter.  Left  handed  propeller,  wind  on  the  port  quarter. 

Q.  47,  23.  How  would  you  heave  a  steamer  to  if  engines  were 
disabled?  Ans.  By  use  of  a  drag  or  the  propeller  will  act  as  a  drag. 

Q.  48,  24.  Explain  use  and  construction  of  a  drag?  Ans. 
There  are  several  contrivances  used  for  this  purpose,  and  nearly 
every  ship  has  on  board  a  patent  drag  of  some  kind;  but  in  case 
any  of  these  are  not  at  hand,  and  one  is  required,  it  must  be  con- 
structed from  such  material  as  may  be  available.  The  best  method 
for  constructing  one  under  such  circumstances  would  be  to  take  a 
spare  spar  and  to  it  securely  lash  a  quantity  of  timber,  and  weight 
the  mass  with  kedge  anchors,  chains,  etc.,  so  that  the  timber  will 
float  even  with  the  surface  of  the  sea  and  not  be  exposed  to  the 
wind.  Bridle  the  contrivance,  and  from  the  hawse-pipe  lead  a 
hawser  to  it,  and  after  being  well  made  fast,  launch  the  whole 
affair,  and  allow  sufficient  scope  of  hawser.  The  idea  of  a  drag 
is  to  keep  the  ship's  head  to  the  sea,  and  is  made  possible  because 
the  ship  is  exposed  more  to  the  wind  than  is  the  drag,  and  in  con- 
sequence is  inclined  to  drift  the  faster. 

Q.  49.  What  method  would  you  adopt  to  steci  a  ship  if  the 
rudder  was  lost  or  disabled?  Ans.  Circumstances  ai»d  material  at 
hand  would  in  most  cases  suggest  the  method  to  be  adopted ;  but 
in  case  of  the  rudder  being  not  lost,  but  damaged  so  that  it  could 
not  be  used,  it  should  be  secured  to  prevent  further  damage.  In 
case  the  rudder  is  lost  and  the  necessary  material  is  available,  one 
should  be  constructed  and  shipped  in  its  place,  and  when  this  is 
not  possible,  a  float  could  be  built,  and  one  edge  be  buoyed  by 


25 

spars,  and  the  oilier  weighted  with  chains,  etc.,  that  the  contri- 
vance may  float  on  its  edge.  Have  a  good  line  from  each  quarter 
fast  to  it  for  towing,  and  from  the  after  end  have  a  line  lead  to 
each  quarter,  to  which  tackles  can  be  attached  and  steer  as  with 
a  rudder.  Spare  spars  may  be  lashed  together  and  towed  in  the 
same  manner,  but  with  a  line  to  each  quarter,  so  the  spars  can  be 
hauled  to  either  side  and  give  the  ship  the  desired  sheer. 

Q.  50,  25.  What  are  the  fog-signals  for  a  steamer  under  way? 
Ans.  A  prolonged  blast  of  the  steam  whistle  at  intervals  of  two 
minutes.  With  a  tow,  one  long  and  two  short  blasts  at  intervals  of 
twp  minutes. 

Q.  51,  26.  What  are  the  fog-signals  for  sailing-vessels  under 
way?  Ans.  At  intervals  of  one  minute  on  the  starboard  tack  one 
blast  of  the  fog-horn;  port  tack,  two  blasts  in  succession;  and 
with  the  wind  abaft  the  beam,  three  blasts  in  succession. 

Q.  52,  27.  What  are  the  fog-signals  for  vessels  at  anchor? 
Ans.  Kinging  the  ship's  bell  rapidly  at  intervals  of  one  minute 
for  about  5  seconds, 

Q.  53,  28.  What  are  the  lights  for  an  ocean-steamer  under  way? 
Ans.  On  or  in  front  of  the  foremast,  or  if  a  vessel  without  a  fore- 
mast, then  in  the  fore  part  of  the  vessel,  at  a  height  above  the  hull 
of  not  less  than  20  feet,  and  if  the  breadth  of  the  vessel  exceeds 
20  feet,  then  at  a  height  above  the  hull  not  less  than  such 
breadth,  so,  however,  that  the  light  need  not  be  carried  at  a 
greater  height  above  the  hull  than  40  feet,  a  bright  white  light, 
so  constructed  as  to  show  an  unbroken  light  over  an  arc  of  the 
horizon  of  20  points  of  the  compass,  so  fixed  as  to  throw  the  light 
10  points  on  each  side  of  the  vessel,  namely,  from  right  ahead  to 
2  points  abaft  the  beam  on  either  side,  and  of  such  a  character  as 
to  be  visible  at  a  distance  of  at  least  5  miles.  On  the  starboard 
side  a  green  light  so  constructed  as  to  show  an  unbroken  light 


26 

over  an  arc  of  the  horizon  of  10  points  of  the  compass,  so  fixed  as 
to  throw  the  light  from  right  ahead  to  2  points  abaft  the  beam  on 
the  starboard  side,  and  of  such  a  character  as  to  be  visible  at  a 
distance  of  at  least  2  miles.  On  the  port  side  a  red  light  so  con- 
structed as  to  show  an  unbroken  light  over  an  arc  of  the  horizon 
of  10  points  of  the  compass,  so  fixed  as  to  throw  the  light  from 
right  ahead  to  2  points  abaft  the  beam  on  the  port  side,  and  of  such 
a  character  as  to  be  visible  at  a  distance  of  at  least  2  miles.  The 
said  green  and  red  side-lights  shall  be  fitted  with  inboard  screens 
projecting  at  least  3  feet  forward  from  the  light,  so  as  to  prevent 
these  lights  from  being  seen  across  the  bow.  A  steam-vessel  when 
under  way  may  carry  an  additional  white  light.  These  2  lights 
shall  be  so  placed  in  line  with  the  keel  that  one  shall  be  at  least 
15  feet  higher  than  the  other,  and  in  such  a  position  with  reference 
to  each  other  that  the  lower  light  shall  be  forward  of  the  upper 
one.  The  vertical  distance  between  these  lights  shall  be  less  than 
the  horizontal  distance. 

Q.  54,  29.  What  are  the  lights  for  a  sailing-vessel  under  way? 
Ans.  Side-lights  the  same  as  a  steamer. 

Q.  55,  30.  What  are  the  lights  for  a  towing-boat  ?  Ans.  A 
steam-vessel  when  towing  another  vessel  shall,  in  addition  to  her 
side-lights,  carry  two  bright  white  lights  in  a  vertical  line  one 
over  the  other,  not  less  .than  6  feet  apart,  and  when  towing  more 
than  one  vessel  shall  carry  an  additional  bright  white  light  6 
feet  above  or  below  such  light,  if  the  length  of  the  to\v  measuring 
from  the  stern  of  the  towing-vessel  to  the  stern  of  the  last  vessel 
towed  exceeds  600  feet.  Each  of  these  lights  shall  be  of 
the  same  construction  and  character,  and  shall  be  carried  in 
the  same  position  as  the  masthead  light,  excepting  the  addi- 
tional light,  which  may  be  carried  at  a  height  of  not  Jess 
than  14  feet  above  the  hull.  Such  steam-vessel  may  carry  a 
small  white  light  abaft  the  funnel  or  aftermast  for  the  vessel 


27 

towed  to  steer  by,  but  such  light  shall  not  be  visible  forward  of 
the  beam. 

Q.  56,  31.  What  is  the  light  for  a  vessel  at  anchor?  Ans.  A 
vessel  under  150  feet  in  length,  when  at  anchor,  shall  carry  for- 
ward, where  it  can  best  be  seen,  but  at  a  height  not  exceeding  20 
feet  above  the  hull,  a  white  light  in  a  lantern  so  constructed 
as  to  show  a  clear,  uniform,  and  unbroken  light  visible  all 
around  the  horizon  at  a  distance  of  at  least  one  mile.  A  vessel 
of  150  feet  or  upward  in  length,  when  at  anchor,  shall  carry 
in  the  forward  part  of  the  vessel,  at  a  height  of  not  less  than 
20  and  not  exceeding  40  feet  above  the  hull,  one  such  light,  and 
at  or  near  the  stern  of  the  vessel,  and  at  such  a  height  that  it 
shall  be  not  less  than  15  feet  lower  than  the  forward  light,  an- 
other such  light. 

Q.  57.  How  do  you  obtain  the  bearing  of  the  centre  of  a  cyclone? 
Ans.  Face  the  wind,  and  in  north  latitude  the  centre  will  bear  8 
points  to  the  right.  In  south  latitude  face  the  wind,  and  the  centre 
will  bear  8  points  to  the  left.  Some  authorities  claim  10  points 
instead  of  8,  which  is  no  doubt  nearer  the  truth. 

Q.  58.  How  would  you  manage  to  avoid  the,  centre?  Ans.  In 
the  Northern  Hemisphere,  heave-to  on  starboard  tack  if  in  the 
right  seniicircle ;  in  the  left  semicircle  run  with  the  wind  2  points 
on  starboard  quarter,  note  the  course,  and  keep  it  until  out  of 
danger.  If  the  ship  cannot  run,  heave-to  on  port  tack.  On  the 
track  in  front  of  the  storm,  run  before  it,  note  the  course,  and 
keep  it,  and  heave-to  on  port  tack  if  necessary.  In  the  rear  of  the 
storm,  run  with  the  wind  2  points  on  starboard  quarter,  or  heave- 
to  on  starboard  tack.  In  the  Southern  Hemisphere  the  rotary 
motion  of  these  storms  is  contrary  to  those  of  the  Northern 
Hemisphere,  and  the  manoeuvres  would  of  course  be  contrary  to 
those  for  the  Northern  Hemisphere. 


28 

Q.  59.  What  motions  has  a  cyclone?  Ans.  Rotary  and  progres- 
sive. 

Q.  60.  What  signal  do  you  make  for  a  pilot?  Ans.  Blue  peter 
or  jack  on  the  fore,  or  use  the  code  signal.  During  the  night, 
flash  a  white  light  at  short  intervals,  burn  white — red — white 
Coston  signal,  or  a  blue  light  every  15  minutes. 

Q.  61,  32.  What  is  a  bill  of  lading?  Ans.  A  receipt  for  cargo' 
received  on  board  a  ship  and  an  agreement  to  deliver  such  goods 
at  some  port  for  a  certain  consideration.  There  are  usually  3  of 
these  documents,  one  for  consignor,  one  for  the  consignee  and  one 
for  the  master,  all  signed  by  the  master,  owner  or  some  authorized 
agent  of  the  owner. 

Q.  62,  33.  What  is  a  manifest?  Ans.  A  list  of  the  cargo,  pas- 
sengers, mail,  stores  and  crew,  with  the  names  of  the  consignors 
and  consignees,  the  name  of  the  master,  name  of  the  ship  and 
her  tonnage  and  the  ports  of  loading»and  discharging.  There  are 
not  less  than  three  copies,  one  of  which  is  handed  the  boarding 
officer  on  arrival  in  port  and  is  used  for  entering  the  ship  at  the 
Custom  House. 

Q.  63.  What  is  a  protest?  Ans.  A  declaration  made  by  the 
master  of  a  ship  before  a  notary,  or  consul  if  in  foreign  port,  on 
arrival  in  port  after  a  disaster,  stating  the  particulars  of  same, 
and  showing  that  the  damage  was  not  due  to  any  fault  of  the  ves- 
sel, her  officers  or  crew,  but  to  the  perils  of  the  sea,  and  protesting 
against  them. 

Q.  64.  What  is  a  charter  party?  Ans.  An  agreement  in  writing 
between  the  owner  or  master  and  the  charterer  that  the  vessel 
shall  perform  a  certain  service,  for  which  her  owners  shall  receive 
a  certain  consideration. 

Q.  65.  What  is  a  bottomry?  Ans.  A  contract  by  which  the  mas- 
i**r  or  owner  of  a  ship  gives  the  vessel  as  security  for  money 


29 

loaned  the  ship  to  enable  her  to  complete  the  voyage.  No  law  reg- 
ulates the  interest  on  money  loaned  in  this  manner,  and  if  the 
ship  is  afterward  lost  before  completing  the  voyage  the  lender 
loses  the  money. 

Q.  66,  34.  How  do  you  mark  a  lead-line?  Ans.  2  fathoms,  2 
strips  of  leather;  3  fathoms,  3  strips  of  leather;  5  fathoms,  white 
rag;  7  fathoms,  red  rag;  10  fathoms,  piece  of  leather  with  hole 
in  it;  13  fathoms,  blue  rag;  15  fathoms,  white  rag;  17  fathoms, 
red  rag;  20  fathoms,  piece  of  leather  with  2  holes  in  it,  or  piece 
of  cod  line  with  2  knots. 

After  that  every  10  fathoms  marked  with  one  additional  knot, 
and  such  as  25,  35  and  45  fathoms  are  marked  with  one  knot. 

Q.  67,  35.  How  do  you  mark  a  log-line?  Ans.  By  the  propor- 
tion— 3600s.  :60SO  ft.  ::A:A%  in  which  A  is  the  time  glass  and  X 
the  length  of^  knot.  The  length  of  a  knot  is  as  follows:  For  a 
30s.  glass,  50.66  feet;  28s.  glass,  47.29  feet;  14s.  glass,  23.64  feet. 

Q.  68,  36.  What  is  the  penalty  when  an  officer  of  a  steamer 
fails  to  keep  the  equipment  in  proper  order?  Ans.  His  license 
may  be  suspended  or  revoked. 

Q.  69.  What  monthly  report  are  you  required  by  law  to  make 
to  the  United  States  local  inspectors?  Ans.  The  number  of  pas- 
sengers carried,  dates  and  particulars  of  fire  and  boat  drills  and 
that  the  general  condition  of  the  vessel  and  equipment  are  as 
required  by  law.  This  report  is  not  required  for  months  during 
which  the  steamer  is  not  navigated. 

Q.  70,  C7.  What  publications  are  required  by  law  to  be  on  board 
steamers  and  which  are  you  compelled  to  allow  passengers  to  use 
if  called  for?  Ans.  Pilot  rules,  notice  excluding  passengers  from 
the  pilot  house  or  bridge,  and  at  least  two  copies  form  800,  Laws 
Governing  the  Steamboat- Inspection  Service.  The  last  are  to  be 


30 


used  by  passengers  if  called  for.     Also  three  copies  of  section  50, 
Rule  5  of  General  Rules  and  Regulations. 

Q.  71,  38.  What  are  the  duties  of  watchmen  in  passenger 
steamers  and  how  many  are  required?  Ans.  Their  duties  are  to 
prevent  any  unlawful  act  by  any  member  of  the  crew  or  any  pas- 
senger and  in  case  of  accident  to  alarm  the  passengers  and  assist 
them  in  the  "use  of  the  life-saving  appliances.  One  watchman  is  re- 
quired in  each  cabin  and  steerage  and  report  to  the  officer  of  the 
watch  every  half  hour.  Also  a  man  on  the  lookout  forward  whose 
duty  is  to  report  all  lights,  vessels,  etc.,  as  they  come  in  sight 
and  also  report  the  condition  of  the  vessels  running  lights  at 
regular  intervals  and  perform  no  other  duty  while  on  the  lookout. 

Q.  72,  39.  How  can  you  test  a  life-preserver?  Ans.  Every  life- 
preserver  adjustable  to  the  body  of  a  person  shall  be  made  of 
good  cork  blocks  or  other  suitable  material  approved  by  the  Board 
of  Supervising  Inspectors,  with  belts  and  shoulder  straps  properly 
attached,  and  shall  be  so  constructed  as  to  place  the  device  under- 
neath the  shoulders  and  around  the  body  of  the  person  wearing  it. 
All  such  life-preservers  shall  be  not  less  than  52  inches  in  length 
when  measured  laid  flat;  and  every  cork  life-preserver  shall  con- 
tain an  aggregate  weight  of  at  least  6  pounds  of  good  cork,  and 
every  life-preserver  shall  be  capable  of  sustaining  for  a  continuous 
period  of  twenty-four  hours  an  attached  weight  so  arranged  that 
whether  the  said  weight  be  submerged  or  not  there  shall  be  a 
direct  downward  gravitation  pull  upon  said  life-preserver  of  at 
least  20  pounds.  All  life-preservers  shall  be  covered  with  material 
of  sufficient  weight  and  strength  to  fully  protect  the  contents, 
such  material  to  be  of  a  strength  equivalent  to  unbleached  cotton 
'twill  not  less  than  6  ounces  in  weight  to  a  section  of  30  by  36 
inches.  Such  covering  on  each  life-preserver  shall  be  of  one  piece 
only,  and  the  outside  longitudinal  edges  of  the  covering  at  the 
seam  must  be  turned  to  a  roll  and  closely  rope- stitched.  Ench  life- 
preserver  shall  have  two  shoulder  straps  of  heavy  double-woven 


31 


cotton  tape  l1^  inches  in  width.  Each  strap  shall  be  made  of 
one  piece  only,  and  such  straps  shall  be  not  less  than  23  inches 
net  in  length,  and  shall  be  securely  attached  to  the  covering  of 
the  life-preserver  by  not  less  than  four  rows  of  stitching  and  at 
not  less  than  two  places  for  each  strap,  the  rear  ends  of  the 
straps  to  be  sewed  on  not  less  than  3  nor  more  than  5  inches  from 
the  center  of  the  upper  edge  of  the  jacket,  measured  to  the  center 
of  the  straps.  The  said  shoulder  straps  shall  be  securely  attached 
to  each  other  by  not  less  than  four  rows  of  stitching  at  the  point 
where  they  cross  each  other  on  the  back,  the  forward  end  to  be  sewed 
on  the  jacket  in  such  a  position  as  to  allow  it  to  be  opened  out 
to  its  full  length  without  straining  the  cross  seizing.  There  shall 
also  be  on  each  life-preserver  a  breast  or  button  strap  of  heavy 
double-woven  cotton  tape  1  inch  wide  and  12  inches  long,  one 
end  of  which  shall  be  securely  fastened  to  one  shoulder  strap  by 
four  rows  ot  stitching  at  a  point  4  inches  above  the  jacket,  and 
the  other  end  of  such  breast  strap  shall  be  doubled  back  2  inches 
and  a  buttonhole  worked  through  both  parts.  A  button  of  non- 
corrosive  material  shall  be  securely  sewed  on  the  other  shoulder 
strap  4  inches  above  the  jacket.  There  shall  also  be  on  each  life- 
preserver  a  belt  of  heavy  double- woven  cotton  tape  11A  inches 
wide,  extending  along  tne  middia  line  on  the  outside  of  the 
jacket,  securely  sewed  to  the  covering  of  the  life-preserver  at  not 
less  than  six  places,  the  end  blocks  being  left  free,  and  the  ends 
of  the  belt  to  extend  12  inches  beyond  the  ends  of  the  jacket. 
All  thread  used  in  the  construction  of  life-preservers  must  be 
linen  of  a  size  and  strength  not  less  than  Barbour's  three-cord 
No.  25  machine  thread.  All  seams  and  other  machine  sewing  on 
life-preservers  shall  be  with  a  short  lock  stitch,  not  less  than 
8  stitches  to  the  inch.  Every  life-preserver  must  bear  the  stamp 
of  the  inspector  with  his  initials  and  dote  and  the  name  of  the 
vessel,  be  in  good  condition  and  ready  for  use  at  all  times. 

Q.  73,  40.  What  notices  regarding  life-preservers   are   required 
and  how  many?     Ans.  Therp  shall  be  a  printed  notice  posted  in 


32 


every  cabin  and  stateroom  and  in  conspicuous  places  about  the 
decks,  informing  passengers  of  the  location  of  life-preservers  and 
other  life-saving  appliances,  and  of  the  mode  of  applying  or  ad- 
justing the  same. 

Q.  74,  41.  Where  are  life-preservers  to  be  located?  Ans.  In 
the  cabins,  staterooms,  berths  and  other  places  convenient  for 
passengers,  and  when  carried  over  head  at  a  height  greater  than 
seven  feet  from  the  deck  below  efficient  means  must  be  provided 
for  such  immediate  release  and  distribution,  to  be  operated  by  per- 
sons standing  on  the  deck  below. 

Q.  75,  42.  How  many  life-preservers  are  required?  Ans.  One 
for  each  and  every  person  allowed  to  be  carried  by  the  certificate 
of  inspection. 

Q.  76,  43.  Where  does  the  law  require  the  steam  whistle  to  oe 
located?  Ans.  Not  less  than  six  feet  above  the  top  of  the  pilot 
house;  but  not  higher  than  the  top  of  the  smokestack. 

Q.  77,  44.  What  is  a  station  bill?  Ans.  A  list  of  the  crew 
with  their  stations  and  duty  in  case  of  fire,  collision  or  other 
accident.  Station  bills  are  to  be  posted  in  all  parts  of  the  vessel 
occupied  or  frequented  by  the  crew. 

Q.  78,  45.  How  can  you  test  fire  hose  and  how  would  you 
keep  it  ready  for  use?  Ans.  By  applying  a  cold  water  pressure  of 
100  pounds  and  at  all  times  keep  at  least  one  length  of  hose 
attached  to  each  outlet  of  the  fire  main  and  provided  with  a  suit- 
able nozzle. 

Q.  79,  46.  What  is  the  fire  alarm?  Ans.  A  continuous  ringing 
of  the  ship's  bell  for  a  period  of  not  less  than  20  seconds,  and 
this  signal  shall  not  be  used  for  any  other  purpose  whatsoever. 

Q.  80,  47.  How  often  are  fire  and  boat  drills  required  by  law? 
Ans.  At  least  once  each  week,  weather  permitting.  Enter  it  in 


33 

the  log-book  with  the  time  and  date  and  report  it  once  a  month 
to  the  United  States  local  inspectors  with  a  statement  of  the 
general  condition  of  the  equipment  and  the  vessel,  using  the  form 
provided  for  that  purpose,  the  drill  to  consist  of  calling  all  hands 
to  quarters  and  exercising  them  in  the  clearing  away  and  swing- 
ing out  the  boats  and  in  the  use  of  all  other  apparatus  for  the 
safety  of  life,  with  special  regard  for  the  drill  of  the  crew  in  the 
method  of  adjusting  life-preservers  and  educating  passengers 
and  others  in  this  procedure  and  see  that  all  the  equipments 
required  by  law  are  in  complete  working  order  for  immediate 
use. 

Q.  81,  48.  How  does  the  law  require  woodwork  around  stoves, 
stovepipes,  in  lamp  lockers,  etc.,  to  be  protected?  Ans.  Stoves 
must  be  well  secured  so  as  to  prevent  them  from  being  moved 
or  be  overthrown,  and  all  woodwork  about  them  and  the  stove- 
pipes must  be  protected  with  metal,  leaving  an  air  space  of  one 
inch.  Lamp  lockers  and  other  such  places  to  be  protected  in  the 
same  manner. 

Q.  82,  49.  How  often  are  you  required  to  drill  the  crew  in  the 
use  of  the  line-carrying  gun?  Ans.  The  master  of  every  vessel 
equipped  with  a  line-carrying  gun  shall  drill  his  crew  in  the  use 
thereof,  and  fire  said  gun  at  least  once  in  every  three  months, 
using  one-half  the  usual  charge  of  powder  and  any  ordinary  line 
of  proper  length  and  see  that  these  drills  are  entered  on  the  log 
of  the  vessel. 

Q.  83,  50.  What  equipment  does  a  lifeboat  require  by  law? 
Ans.  All  lifeboats  shall  have  a  properly  secured  life  line  the  en- 
tire length  on  each  side,  and  such  line  must  be  festooned  with  a 
seine  float  in  each  bight,  the  bights  to  be  not  longer  than  3  feet; 
at  least  2  life-preservers,  1  boat  painter  of  not  less  than  2%-inch 
manila  rope,  properly  attached  and  of  a  suitable  length ;  1  rud- 
der, with  yoke  and  yoke  ropes;  1  boat  hook,  and  on  wooden  boats 
2  plugs  for  each  drain  hole,  attached  with  lanyard.  Also  a  full 


34 


set  of  oars  and  rowlocks,  1  spare  oar  and  rowlock,  1  steering  oar, 
with  rowlock  or  becket,  2  boat  hooks,  1  bailer,  1  bucket;  1  lugsail, 
with  sheet,  tack,  and  reef  earings,  in  a  water-tight  canvas  bag; 
1  mast  and  1  yard,  with  necessarj^  rigging,  1  boat  compass,  1  lan- 
tern, 1  gallon  can  of  illuminating  oil,  at  least  1  box  of  matches 
wrapped  in  a  waterproof  package  and  carried  in  a  box  attached 
to  the  underside  of  the  stern  thwart,  1  breaker  of  fresh  water 
of  at  least  15  gallons'  capacity,  1  sealed  tin  containing  25  pounds 
of  hard  bread,  1  waterproof  canvas  bag  6  inches  diameter  and 
15  inches  long  containing  palm  and  needles,  sail  twine,  marline, 
marline  spike,  hatchet,  smoker's  flint  and  ^teel,  a  small  bottle  of 
spirits  of  turpentine  for  priming  lantern  wicks  and  6  night  dis- 
tress signals  in  a  metallic  case. 

Q.  84,  51.  How  must  lifeboats  be  carried  and  overhauled?  Ans. 
All  lifeboats  shall  be  fitted  with  such  davits  and  gear  as  will 
enable  the  boats  to  be  safely  launched  in  less  than  two  minutes 
from  the  time  the  clearing  away  of  the  boats  is  begun.  All  life- 
boats on  vessels  carrying  passengers  for  hire  must,  if  practicable, 
be  carried  under  substantial  davits  or  cranes:  but  if  it  is  not 
practicable  so  to  carry  all  the  lifeboats  required,  the  remainder 
must  be  stoWed  near  at  hand.  All  boats  under  davits  must  be 
arranged  so  that  they  can  be  simultaneously  launched.  Each  life- 
boat carried  under  davits  must  be  provided  with  two  separate 
davits.  Such  davits  and  the  blocks  and  the  falls  thereof  on  all 
passenger  vessels  must  be  of  sufficient  strength  to  carry  the  boat 
with  its  full  load.  It  shall  be  the  duty  of  the  master  or  officer 
in  charge  of  all  such  vessels  to  see  that  the  boat  davit  falls  shall 
at  all  times  be  in  readiness  for  immediate  use,  and  protected  from 
ice,  and  not  painted,  and  such  boat  davit  falls  on  all  boats  not 
swung  out  at  boat  drills  shall  be  cut  adrift  and  overhauled;  and 
it  shall  be  unlawful  to  stow  in  any  lifeboat  articles  other  than 
those  required  by  law  and  regulations.  Lifeboats  must  be 
stripped,  cleaned,  painted,  and  thoroughly  overhauled  at  least 


35 

once  in  every  year.  _\11  lifeboats  shall  have  their  cubical  con- 
tents painted  on  the  stem  in  black  letters  and  figures  not  less 
than  three-fourths  of  an  inch  high  on  a  white  ground. 

Q.  85,  52.  What  equipment  does  a  liferaft  require  by  law? 
A.ns.  All  liferafts  must  be  equipped  with  2  life  lines,  securely  fas- 
tened to  the  gunwales;  1  painter  of  2%-inch  manila  rope  of  a 
Suitable  length;  not  less  than  4  oars  of  suitable  size;  2  paddles, 
each  of  not  less  than  5  feet  in  length,  the  blade  of  each  to  be  of 
not  less  area  than  one-half  that  of  the  blade  of  one  of  the  oars 
of  such  raft;  4  rowlocks;  1  steering  oar,  with  rowlock  or  becket, 
and  1  boat  hook.  Liferafts  must  be  stripped,  cleaned,  painted, 
and  thoroughly  overhauled  at  least  once  in  every  year. 

Q,  86,  53.  What  would  you  do  in  case  of  fire?  Ans.  Call  all 
hands  to  their  stations  and  stretch  the  hose  and  get  water  on 
the  fire  as  soon  as  possible  after  the  fire  is  located,  and  then  lay 
the  vessel  so  thai  the  fire  will  be  to  leeward.  If  the  fire  is  in 
the  hold,  batten  down  the  hatches  as  tight  as  possible  and  turn 
on  the  steam.  If  necessary  also  use  water  but  pump  it  out  if 
it  can  be  done  and  is  not  needed  in  the  bottom  of  the  ship.  Have 
boats  and  all  other  life-saving  equipment  ready  for  use  at  any 
moment,  and  get  outside  assistance  if  it  can  be  obtained,  and 
take  advantage  of  the  first  opportunity  to  land  the  passengers  if 
any.  If  the  vessel  can  be  beached  or  scuttled,  do  so  where  life 
can  be  saved  and  the  vessel  raised  or  hauled  off  at  the  least  ex- 
pense, but  in  enough  water  to  put  the  fire  out.  Enter  same  in 
the  log-book  in  full  detail  with  time  and  date,  and  report  it  to 
the  United  States  local  inspectors. 

Q.  87,  54.  Describe  the  size  and  construction  of  a  fog  bell.  Ans. 
The  efficient  fog  bell  required  upon  vessels  by  law  shall  be  held  to 
mean,  a  bell  not  less  than  8  inches  in  diameter  from  outside  to 
outside,  and  constructed  of  bronze  or  brass  or  other  material  equal 
thereto  in  tone  and  volume  of  sound. 


36 


Q.  88.  When  your  vessel  is  to  be  hauled  out,  what  report  do  you 
make  and  to  whom?  Ans.  Report  to  the  United  States  local  in- 
spectors the  place,  time  and  date  and  the  purpose  for  which  the 
vessel  is  to  be  hauled  out  and  the  repairs  intended. 

Q.  89.  How  can  you  calculate  the  area  of  a  drag  required  by 
law  for  a  steamer?  Ans.  Steamers  navigating  the  ocean  must  be 
provided  with  at  least  one  drag,  of  area  as  follows:  For  steamers 
of  400  gross  tons  or  under,  not  less  than  25  superficial  feet;  for 
steamers  of  over  400  gross  tons,  the  area  of  drag  shall  not  be 
less  than  that  determined  by  adding  to  25  square  feet  1  square 
foot  for  each  additional  25  gross  tons  above  400  tons.  This  does 
not  apply  to  steamers  whose  routes  do  not  extend  off  anchorage 
are  not  required  to  have  drags  or  floating  anchors  on  board. 

Q.  90,  55.  What  is  astronomical  time  and  date?  Ans.  It  is  the 
time  past  the  last  noon  counted  consecutively  from  Oh  to  24h 
and  the  astronomical  date  corresponds  to  the  civil  date  of  the  last 
noon. 

Q.  91.  Explain  method  of  obtaining  latitude  by  meridian  alti- 
tude of  a  fixed  star.  Ans.  Find  the  time  of  meridian  passage 
and  at  that  time  observe  the  altitude  and  apply  the  usual  correc- 
tions. Then  find  the  zenith  distance.  Take  the  declination  from 
the  table  of  stars  beginning  on  page  248  of  the  Nautical  Almanac. 
The  declination  requires  no  correction.  The  latitude  is  then 
found  the  same  as  by  meridian  altitude  of  the  sun. 

Q.  92.  Explain  method  of  obtaining  latitude  by  meridian  alti- 
tude of  a  planet.  Ans.  Find  the  time  of  meridian  passage  and 
observe  the  altitude  at  that  time  and  apply  the  usual  corrections, 
the  parallax  being  taken  from  table  17.  The  semi-diameter  and 
horizontal  parallax  are  found  at  the  bottom  of  the  proper  page  of 
the  Nautical  Almanac.  Correct  the  declination  for  the  time  from 
Greenwich  mean  noon  and  apply  it  to  the  zenith  distance  in  the 
usual  way. 


37 


Q.  93.  How  can  you  find  the  approximate  time  of  meridian  pas- 
sage of  a  fixed  star?  Ans.  By  subtracting  the  sun's  right  ascen- 
sion from  the  star's  right  ascension  the  apparent  time  is  found. 
To  find  the  mean  time  of  meridian  passage,  use  the  sidereal  time 
from  the  last  column  on  page  II  of  the  Nautical  Almanac. 

Q.  94.  How  can  you  find  which  fixed  star  will  be  on  the 
meridian?  Ans.  Add  the  sun's  right  ascension  to*the  local  appar- 
ent time  and  the  result  will  be  the  right  ascension  of  the  stars 
which  will  be  on  the  meridian  at  that  time.  The  sidereal  time 
added  to  the  local  mean  time  gives  the  same  result. 

Q.  $5,  56.  How  can  you  find  the  time  of  high  water  when  tide 
tables  are  not  available?  Ans.  Take  the  time  of  the  moon's  merid- 
ian passage  from  the  Nautical  Almanac  and  correct  it  xfor  the 
longitude  and  to  it  add  the  establishment  of  the  port.  The  result 
will  be  the  approximate  time  of  high  water. 

Q.  96,  57.  How  can  you  find  the  distance  off  a  fixed  object  by 
a  four  point  bearing?  Ans.  When  the  object  is  four  points  on 
the  bow,  note  the  log.  When  the  object  is  abeam,  note  the  log 
again.  The  distance  run  will  be  the  distance  off  at  the  time 
of  the  second  bearing. 

Q.  97,  58.  How  can  you  find  the  distance  off  a  fixed  object  by  a 
two  point  bearing?  Ans.  Note  the  log  when  the  object  is  abeam. 
WThen  the  bearing  has  changed  two  points  note  the  log  again. 
The  distance  run  between  the  two  bearings  multiplied  by  2.5  will 
be  the  distance  off. 

Q.  98,  59.  How  can  you  find  the  distance  off  a  fixed  object  by 
a  one  point  bearing?  Ans.  The  same  as  by  a  two  point  bearing, 
except  the  distance  run  is  multiplied  by  five. 

Q.  99,  60.  How  can  you  find  the  distance  off  a  fixed  object, 
the  height  of  which  is  known?  Ans.  Observe  its  altitude  with  a 


38 


sextant  reading  the  angle  to  the  nearest  greater  degree.  Enter  a 
table  of  difference  of  latitude  and  departure  with  the  angle  as  if 
a  course.  Find  the  height  of  the  object  in  the  departure  column 
and  the  corresponding  number  in  the  latitude  column  will  be  the 
distance  off.  The  nearest  greater  degree  is  used  because  the  lesser 
one  would  give  a  distance  greater  than  the  truth. 

Q.'  100.  What  precautions  would  you  take  when  making  the  land 
during  thick  or  any  bad  weather?  Ans.  During  thick  or  bad 
weather  sound  the  whistle  as  required  by  law,  and  when  making 
the  land  have*  the  anchors  ready,  look  up  the  tides  and  currents 
and  sound  frequently  and  keep  a  good  lookout.  Run  at  moderate 
speed  'and  if  in  a  sailing  vessel,  have  her  under  manageable  sail. 
Listen  for  horns,  bells,  etc.,  and  stop,  anchor,  or  stand  off  shore 
if  the  position  of  the  ship  becomes  too  uncertain  to  run  to  pick 
up  the  light  or  other  object  intended  to  make.  Also  be  sure  the 
deviation  of  the  compass  is  known  and  properly  applied. 

Q.  101,  61.  Explain  the  use  of  wave  oil?  Ans.  Saturate  okum- 
filled  bags  with  oil  and  it  will  leak  out  the  holes  in  the  bags  made 
for  that  purpose.  Running  before  the  wind,  oil  bags  should  be 
towed  from  both  catheads.  The  tow-line  should  be  of  such  length 
as  may  be  necessary  to  keep  the  bags  in  the  water.  Hove-to  with 
or  without  a  drag,  an  oil  bag  on  the  weather  bow,  one  about  mid- 
ships and  one  on  the  quarter  will  have  a  modifying  effect.  Also 
use  an  oil  bag  at  any  other  part  of  the  ship  where  the  sea  breaks. 

Q.  102.  How  would  you  allow  for  a  current,  the  set  and  drift 
being  known?  Ans.  Lay  off  the  course  and  the  distance  the  ship 
will  run  in  one  hour.  At  the  end  of  that  line  lay  off  the  cur- 
rent and  its  drift  per  hour  on  the  same  side  it  comes  from.  Con- 
nect them  with  a  line  which  will  be  the  course  to  steer  by  com- 
pass to  make  good  the  course  wanted,  and  the  length  of  this  line 
will  be  the  distance  to  run  by  log  to  make  good  the  speed  for  one 
hour. 


29 

Q.  103.  How  can  you  convert  statute  miles  into  nautical  miles? 
Ans.  By  multiplying  the  number  of  statute  miles  by  1.152. 

Q.  104.  What  are  your  duties  on  joining  a  vessel  as  master? 
Ans.  Have  my  name  indorsed  on  the  papers  at  the  Custom  House, 
Inspect  the  vessel  and  her  equipment,  and  if  any  defects  are  found 
have  such  repairs  and  alterations  made  as  may  be  necessary, 
and  if  that  cannot  be  done  or  if  some  considerable  change  is  made, 
a  report  to  the  United  States  local  inspectors  would  be  necessary. 
Also  take  an  inventory  of  the  stores  and  see  that  the  ves- 
sel is  in  proper  condition,  equipped,  has  the 'full  complement  of 
officers  and  crew  and  stored  before  going  to  sea.  If  possible  ob- 
tain from  the  former  master  such  vouchers  and  accounts  as  he 
may  have,  and  if  in  a  foreign  port  enter  a  list  of  them  in  the  offi- 
cial log-book  and  both  sign  it. 

Q.  105,  62.  What  would  be  your  duty  when  relieving  the  officer 
in  charge  of  the  watch  and  while  you  are  in  charge  of  the  watch  ? 
Ans.  Inquire  if  any  orders  had  been  left  and  what  they  were, 
the  course  and  if  on  a  coast  the  time  the  ship  passed  the  last 
light  or  prominent  point,  see  that  the  running  lights  are  show- 
ing properly  and  before  he  leaves  the  bridge  look  over  the  log 
and  order-book.  While  in  charge  of  the  watch  see  that  the  proper 
course  is  being  made,  lookout  on  duty,  watchmen  in  cabins  and 
steerage  during  the  night,  that  lights  are  showing  properly,  take 
an  azimuth  at  least  once,  and  when  the  course  is  changed,  keep  a 
good  lookout  and  call  the  captain  if  the  weather  becomes  thick, 
if  a  light  is  made  unexpectedly,  if  soundings  are  not  about  what 
they  are  supposed  to  be  or  if  in  doubt  about  the  safety  of  the 
ship  in  any  way;  but  in  any  case  call  him  in  time. 

Q.  106;-  63,  You  being  the  officer  of  a  steamer  or  the  officer 
detailed  to  accompany  the  United  States  Steamboat  Inspector  dur- 
ing the  inspection  of  the  vessel,  what  would  be  your  duty?  Ans. 
All  licensed  officers  shall  assist  the  inspectors  in  their  examina- 
tion of  any  vessel  to  which  such  licensed  officers  belong,  and  shall 


40 


point  out  all  defects  and  imperfections  known  to  them  in  the  hull, 
equipments,  boilers,  or  machinery  of  such  vessel. 

Q.  107.  What  would  you  do  in  case  of  collision?  Ans.  Call 
all  hands  to  quarters  and  get  the  life-saving  equipment  cleared 
away.  At  the  same  time  sound  the  bilges,  and  if  the  vessel  is 
making  water  and  if  possible  pump  it  out  and  learn  the  extent 
of  the  damage.  If  the  vessel  is  dangerously  injured,  beach  her 
if  possible  where  she  can  be  hauled  off  or  raised  at  the  least 
expense.  If  that  is  not  possible  take  to  the  boats  and  see  that 
women,  children  and  other  passengers  are  first  to  leave  the  ship, 
the  officers  being  last.  Also  take  any  other  action  to  save  life  and 
property  that  the  circumstances  may  permit.  Enter  a  full  ac- 
count of  the  accident  in  the  log-book  with  the  time  and  date  and 
report  it  to  the  nearest  United  States  local  inspectors  on  arrival 
in  port.  In  every  case  of  collision  between  two  vessels  it  shall  be 
the  duty  of  the  master  or  person  in  charge  of  each  vessel,  if  and  so 
far  as  he  can  do  so  without  serious  danger  to  his  own  vessel,  crew, 
and  passengers  (if  any ) ,  to  stay  by  the  other  vessel  until  he  has  as- 
certained that  she  has  no  need  of  further  assistance,  and  to  ren- 
der to  the  other  vessel,  her  master,  crew,  and  passengers  (if  any), 
such  assistance  as  may  be  practicable  and  as  may  be  necessary  in 
order  to  save  them  from  any  danger  caused  by  the  collision  and 
also  to  give  to  the  master  or  person  in  charge  of  the  other  vessel 
the  name  of  his  own  vessel  and  her  port  of  registry,  or  the  port 
or  place  to  which  she  belongs,  and  also  the  names  of  the  ports 
and  places  from  which  and  to  which  she  is  bound.  Every  master 
or  person  in  charge  of  a  United  States  vessel  who  fails,  without 
reasonable  cause,  to  render  such  assistance  or  give  such  informa- 
tion as  aforesaid  shall  be  deemed  guilty  of  a  misdemeanor,  and 
shall  be  liable  to  a  penalty  of  one  thousand  dollars,  or  imprison- 
ment for  a  term  not  exceeding  two  years. 

Q.  108.  If  your  vessel  was  anchored  near  a  shoal  on  either  sid> 


41 


which  way  would  you  sheer  the  ship  and  why?    Ans.  Toward  the 
shoal  because  if  she  broke  her  sheer  she  would  go  from  the  shoal. 

Q.  109.  What  is  the  penalty  for  blowing  unnecessary  whistles? 
Ans.  The  officer  may  be  fined  or  his  license  may  be  suspended. 

Q.  110,  64.  What  is  the  penalty  for  navigating  a  steamer  be- 
yond the  waters  called  for  in  her  certificate  or  the  officer's  license? 
Ans.  His  license  may  be  suspended  or  revoked. 

Q.  Ill,  65.  What  are  the  bell  signals  from  the  pilot  house  to 
the  engine  room?  Ans.  When  engines  are  stopped,  one  bell — 
ahead  slow.  When  engines  are  working  ahead  slow,  jingle  bell — 
full  speed  ahead.  When  engines  are  working  full  speed  ahead, 
one  bell — slow  down.  When  engines  are  working  ahead  slow,  one 
bell — stop.  W^hen  engines  are  stopped,  two  bells — astern  slow. 
When  engines  are  working  astern  slow,  jingle  bell — full  speed 
astern.  When  engines  are  working  astern  either  slow  or  full 
speed,  one  bell — stop.  When  engines  are  working  full  speed  ahead, 
four  bells — astern.  With  jingle  bell,  full  speed  astern 

Q.  112,  66.  What  is  the  penalty  for  flashing  a  searchlight  into 
the  pilot  house  of  a  passing  vessel  ?  Ans.  The  officer's  license  may 
be  suspended  or  revoked. 

Q.  113,  67.  What  a^e  the  chief  essentials  that  make  an  efficient 
compass?  Ans.  It  should  have  one  or  more  light  needles  of  strong 
directive  force,  the  magnetic  axis  of  which  must  be  parallel  to  the 
north  and  south  points  of  the  card.  The  pivot  should  be  hard  and 
sharp.  The  cap  is  fitted  with  a  finely  finished  agate  or  ruby  that 
the  card  will  be  subjected  to  the  least  possible  friction.  The  bowl 
is  made  of  some  non- magnetic  substance.  The  complete  compass  is 
swung  in  gimbals.  The  edge  of  the  card  is  divided  into  4  quad- 
rants, each  of  which  are  divided  into  8  points,  making  a  total 
of  32  points,  which  are  subdivided  to  %,  %  and  y%  points.  The 
edge  of  the  card  is  also  divided  into  360°,  which  are  counted  from 


42 

0°  at  north  and  south  to  90°  toward  east  and  west.    On  the  inside 
of  the  bowl  one  or  more  lubber's  points  are  painted,  usually  four. 

Q.  114,  68.  State  the  chief  points  to  be  considered  \vhen  select- 
ing a  place  for  your  compass  on  board  ship  and  what  must  be 
particularly  guarded  against?  Ans.  It  should  be  placed  in  the 
middle  line  of  the  vessel  at  a  height  suitable  for  observations  and 
of  easy  access,  and  as  far  as  possible  from  any  considerable  mass 
of  iron  or  steel.  Vertical  and  movable  iron  or  steel  must  be  par- 
ticularly guarded  against. 

Q.  115,  69.  Describe  how  you  would  stow  a  compass  when  out 
of  use  and  why?  Ans.  A  compass  should  be  stowed  away  bot- 
tom up  to  prevent  wear  of  the  pivot  and  agate. 

Q.  116,  70.  What  is  leeway?  Ans.  Leeway  is  the  angle  be- 
tween the  compass  course  and  the  direction  the  ship  makes 
through  the  water. 

Q.  117,  71.  What  is  compass  error?  Ans..  The  difference  be- 
tween the  ship's  compass  and  the  true  compass.  It  includes*  the 
deviation. 

Q.  118,  72.  What  is  variation  of  the  compass  and  how  do  you 
find  it?  Ans.  The  difference  between  the  true  and  magnetic 
compasses.  It  is  found  on  the  chart. 

Q.  119,  73.  What  is  deviation  of  the  compass?  The  difference 
between  the  ship's  compass  and  the  magnetic  compass  or  the  dif- 
ference between  the  compass  error  and  variation. 

Q.  120,  74.  What  is  heeling  error  of  the  compass?  Ans.  It  is 
the  difference  between  the  deviation  when  the  ship  is  upright  an(* 
when  she  is  heeled. 

Q.  121,  75.  What  is  a  true  bearing?  Ans.  A  bearing  free  of 
variation  and  deviation. 

Q.  122,  76.  What   is   a  compass  bearing?     Ans.  A  bearing  by 


43 


compass.      It   includes   the   variation   and   deviation   and  heeling 
error  if  any. 

Q.  123,  77.  What  is  a  magnetic  bearing?  Ans.  A  bearing  in- 
cluding the  variation. 

Q.  124,  78.  What  is  a  compass  course?  Ans.  The  course  steered 
by  compass.  It  includes  the  variation  and  deviation,  heeling  er- 
ror, current  and  leeway  if  any. 

Q.  125,  79.  tVhat  is  a  true  course?  Ans.  A  course  corrected 
for  variation,  -deviation,  heeling  error,  leeway  and  current  if  any. 

Q.  126,  80.  How  can  you  find  the  deviation  of  the  compass  by 
altitude  azimuths?  Ans.  Observe  an  altitude,  the  bearing  by 
compass  of  the  body  and  note  the  time  by  chronometer  at  the 
same  instant.  The  Greenwich  time  may  be  found  by  applying  the 
longitude  in  time  to  the  ship's  time.  Correct  the  declination  and 
find  the  polar  distance  and  correct  the  altitude  in  the  usual  way. 
Add  together  the  polar  distance,  latitude  by  account  and  the  true 
altitude.  Then  take  the  difference  between  the  half  sun  and  the 
polar  distance.  Take  out  the  secant  of  the  latitude,  secant  of  the 
altitude,  cosine  of  the  half  sun  and  cosine  of  the  difference.  These 
added  together  and  divided  by  2  gives  the  cosine  of  half  the  true 
azimuth  and  that  multiplied  by  2  gives  the  true  azimuth.  The 
difference  between  the  true  azimuth  and  the  compass  azimuth  will 
be  the  compass  error.  If  the  true  azimuth  is  to  the  left  of  the 
compass  azimuth  the  error  is  west.  To  the  right  it  is  east.  The 
deviation  is  the  distance  and  direction  from  the  variation  to  the 
compass  error. 

Q.  127,  81.  How  can  you  find  the  deviation  of  the  compass  by 
use  of  the  azimuth  tables?  Ans.  Observe  the  compass  bearing  of 
the  body  and  take  the  true  bearing  from  azimuth  tables  corre- 
sponding to  the  local  apparent  time  and  declination,  noting  if 
the  latitude  and  declination  are  of  same  or  different  name.  The 
remainder  of  the  work  is  the  same  as  by  altitude  azimuths. 


44 

Q.  128.  How  can  you  find  the  true  bearing  of  the  moon,  planets 
or  fixed  stars  by  use  of  the  azimuth  tables?  Ans.  If  the  moon, 
star  or  planet  is  used,  find  the  hour  angle  and  with  it  enter  the 
P.M.  column  of  the  azimuth  tables  and  take  out  the  bearing  cor- 
responding to  it  and  the  declination. 

Q.  129,  82.  How  can  you  find  the  deviation  of  the  compass  by 
reciprocal  bearings?  Ans.  One  observer  is  ashore  with  a  second 
compass  where  it  is  not  influenced  by  iron,  etc.,  and  can  be  seen 
from  the  ship.  The  ship  is  then  swung  to  each  point  of  the  com- 
pass and  bearings  by  both  compasses  taken  at  the  same  instant  by 
signal.  The  difference  between  the  bearings  by  the  shore  com- 
pass reversed  and  the  ship's  compass  will  be  the  deviations  for 
the  points  on  which  the  ship's  head  was  at  the  time  of  the  bear- 
ings. Instead  of  taking  a  compass  ashore  a  pelorus  may  be  used 
by  having  the  time  and  azimuth  tables  and  by  their  use  the 
pelorus  may  be  set  to  correspond  with  the  magnetic  compass. 
This  is  the  better  method,  as  the  danger  of  the  shore  compass 
having  deviation  is  eliminated. 

Q.  130,  83.  How  can  you  find  the  magnetic  bearing  of  a  distant 
fixed  object  and  the  deviation  of  the  compass  by  equidistant  bear- 
ings? Ans.  The  mean  of  the  equidistant  bearings  of  the  object 
will  be  the  magnetic  bearing.  The  difference  between  the  mag- 
netic bearing  and  the  compass  bearings  will  be  the  deviation  of 
the  compass  for  each  point  her  head  was  on. 

Q.  131,  84.  What  is  the  least  distance  the  object  should  be  from 
the  ship  to  obtain  the  magnetic  bearing  accurately?  Ans.  About 
six  miles. 

Q.  132,  85.  How  can  you  find  the  deviation  of  the  compass 
while  sailing  along  a  coast?  Ans.  Take  the  compass  bearing  of 
any  two  known  objects  when  in  range.  The  difference  between  the 
magnetic  bearing  as  found  by  the  chart  and  the  compass  bearing 
will  be  the  deviation. 


45 


Q.  133,  86.  Name  some  of  the  objects  by  which  you  could  ob- 
tain the  deviation  of  the  compass  while  sailing  along  a  coast  on 
which  you  are  acquainted?  Ans.  Cape  Ann  lights,  Cape  Henry 
lighthouses,  Fort  San  Juan  and  Mount  Orizaba  and  any  of  the 
many  ranges  for  entering  harbors. 

Q.  134,  87.  To  construct  a  deviation  table  is  it  necessary  to 
bring  the  ship's  head  to  more  than  one  point  and  if  so,  state  the 
reason?  Ans.  It  is  because  the  deviation  is  different  for  every 
point  of  the  compass. 

Q.  135,  88.  When  swinging  ship  to  construct  a  deviation  table, 
what  is  the  least  number  of  points  to  which  the  ship's  head 
should  be  brought?  Ans.  Eight  equidistant  points. 

Q.  136,  89.  How  often  would  you  test  the  deviation  table?  Ans. 
As  often  as  may  be  convenient  or  at  least  twice  each  watch  and 
every  time  the  course  is  changed  if  possible  and  when  on  any 
known  bearings  or  ranges.  Also  swing  the  ship  before  entering 
a  port  and  after  leaving  on  at  least  the  course  intended  to  be 
used. 

Q.  137,  90.  Having  found  the  deviation  of  the  compass,  how 
would  you  know  if  it  is  east  or  west?  Ans.  If  the  magnetic  bear- 
ing is  to  the,  right  of  the  compass  bearing,  the  deviation  is  east. 
To  the  left  it  is  west.  If  the  true  bearing  is  to  the  right  of  the 
compass  bearing  the  compass  error  is  east.  To  the  left  it  is  west. 
The  deviation  then  is  the  distance  from  the  variation  to  the  com- 
pass error  and  is  named  after  the  direction  from  the  variation  to 
the  compass  error. 

Q.  138,  91.  Under  what  conditions  would  you  expect  the  devia- 
tions of  the  compass  to  change?  Ans.  In  a  new  iron  ship,  a 
great  change  of  latitude,  the  ship  being  heeled,  heavy  shock  as  in 
seaway,  being  on  one  course  for  several  days,  at  every  change  of 
course,  alteration  in  the  construction  of  the  vessel,  the  ship  being 
heated  by  a  hot  sun  and  particularly  if  painted  black  and  one 


46 


side  is  exposed  to  the  sun  all  day  and  if  the  smokestack  is  near 
the  compass  the  deviation  will  change  with  the  heat  of  it. 

Q.  139.  What  effect  do  like  and  unlike  poles  of  magnets  have  on 
each  other?  Ans.  The  north  and  south  poles  will  attract  each 
other.  Two  north  or  two  south  poles  will  repel  each  other. 

Q.  140.  On  what  course  would  you  expect  the  heeling  error  to 
be  greatest  and  least?  Ans.  Greatest  on  north  and  south  courses 
and  least  on  east  and  west  courses. 

Q.  141,  92.  Explain  the  construction  and  use  of  a  pelorus? 
Ans.  A  pelorus  is  a  dumb  compass  swung  in  gimbals  with  a 
movable  card.  The  instrument  is  set  to  correspond  with  the 
ship's  compass  and  then  the  compass  bearing  of  the  sun  or  other 
body  is  observed  with  it  instead  of  the  compass. 

Q.  142,  93.  What  is  a  chart?  Ans.  A  projection,  usually 
Mercator,  on  a  map  of  a  seacoast  and  a  portion  of  the  sea  on 
which  are  shown  the  height  of  the  land,  depth  of  water,  nature 
of  the  bottom,  shoals,  rocks  or  other  dangers,  aids  to  navigation, 
currents,  data  regarding  tides,  variation  of  the  compass,  anchor- 
ages, harbors,  etc.  It  is  made  for  the  use  of  navigators. 

Q.  143,  94.  Describe  a  Mercator  chart.  Ans.  This  chart  is  a 
cylindrical  projection,  and  constructed  on  the  theory  that  the 
earth  is  a  cylinder.  The  meridians  are  parallel  to  each  other. 
The  distances  between  the  parallels  of  latitude  are  increased 
toward  the  poles  in  the  same  proportion  that  the  meridians  are  ex- 
panded. All  places  are  in  their  proper  geographical  positions  and 
all  courses  and  bearings  are  straight  lines  except  the  great  circle 
track  when  between  two  ports  not  on  the  same  meridian. 

Q.  144,  95.  Where  do  you  measure  latitude  on  a  Mercator 
chart  ?  Ans.  On  the  graduated  meridian  at  either  side  of  the  chart. 

Q.  145,  96.  Where   do   you   measure   longitude   on   a  Mercator 


47 


chart?     Ans.  On  the  graduated  parallel  of  latitude  at  the  top  or 
bottom  of  the -chart. 

Q.  146,  97.  Where  do  you  measure  distance  on  a  Mercator 
chart?  Ans.  On  the  graduated  meridian  at  either  side  of  the 
chart  in  the  middle  latitude. 

Q.  147,  98.  What  do  the  figures  on  the  white  surface  indicate? 
Ans.  Soundings  in  fathoms. 

Q.  148,  99.  What  do  the  figures  on  the  dark  surface  indicate? 

Ans.  Soundings  in  feet. 

« 
Q.  149,  100.  What  do  the  figures  on  the  land  portion  indicate? 

Ans.  Height  of  the  land  in  feet. 

Q.  150,  101.  How  would  you  know  if  the  compasses  on  the 
chart  are  true  or  magnetic?  Ans.  The  north  and  south  line  of 
a  true  compass  is  parallel  to  the  meridians.  The  north  and 
south  line  of  a  magnetic  compass  is  not. 

Q.  151.  How  would  you  correct  a  sounding  for  the  height  of 
tide  above  low  water?  Ans.  Multiply  the  range  in  feet  by  the 
time  from  low  water  in  hours  and  tenths  and  divide  the  product 
by  the  time  the  tide  runs  and  add  the  result  to  the  chart  sound- 
ings or  it  may  be  subtracted  from  the  depth  obtained  with  the 
lead  line. 

Q.  152,  102.  How  can  you  find  a  course  and  distance  by  chart? 
Ans.  The  course  is  found  by  placing  the  edge  of  the  parallel  rules 
over  the  places  between  which  the  course  is  wanted.  Then  move 
them  to  the  center  of  the  nearest  compass  rose  and  read  either 
the  true  or  magnetic  course.  The  inside  compass  is  magnetic  and 
outside  one  is  true.  After  the  course  is  found  the  rules  should 
be  moved  back  to  prove  it.  It  should  be  noticed  if  there  are  any 
obstructions  on  the  course;  also  the  depth  of  water.  The  tide 
wind  and.  currents  should  be  considered.  The  distance  is  found 


48 


by  measuring  with  the  dividers  taking  the  miles  from  the  grad- 
uated meridian  at  the  side  of  the  chart  in  the  middle  latitude 
of  the  places  or  on  some  charts  (usually  harbor  charts)  from  a 
scale  of  miles.  If  the  magnetic  compass  on  the  chart  is  used  the 
deviation  if  any  must  be  applied  to  produce  the  compass  course. 
If  the  true  compass  is  used  the  variation  must  also  be  used. 
A  course  protractor  is  more  convenient  for  this  purpose  than  the 
parallel  rules,  as  it  can  be  used  where  the  chart  cannot  be  opened 
as  required  to  use  parallel  rules. 

Q.  153,  103.  How  can  you  find  a  vessel's  position  on  a  chart 
by  cross  bearings  of  two  or  more  fixed  objects  which  are  shown 
on  the  chart?  Ans.  Lay  off  the  bearings  on  the  proper  side  of 
the  objects  and  the  ship's  position  will  be  at  the  point  where  they 
cross. 

Q.  154,  104.  How  would  you  prepare  for  receiving  cargo?  Ans. 
Clean  and  dry  the  hold,  clear  the  limbers,  scuppers,  pump  wells, 
peaks,  etc.  If  the  cargo  is  large  leave  the  air  strakes  open.  If 
fine  close  them  with  a  batten.  Have  the  dunnage  clean  and  con- 
venient for  use.  If  the  ship  is  to  furnish  any  cargo  gear,  have  it 
handy  and  in  proper  order. 

Q.  155,  105.  How  would  you  use  dunnage?  Ans.  Dunnage  the 
floors,  bilges,  pump  wells,  masts,  in  the  wake  of  the  chain  plates, 
scuppers,  hooks  and  transoms.  Lay  dunnage  fore  and  aft  in  the 
hold  and  athwartship  in  the  between  decks,  leaving  a  water 
course  on  each  side. 

Q.  156,  106.  How  would  you  dunnage  for  guano?  Ans.  About 
3  feet  to  the  upper  part  of  the  turn  of  the  bilge  and  about  6  or  8 
inches  in  the  sides  and  about  4  inches  in  the  between  decks. 

Q.  157,  107.  \Vhat  is  general  cargo?  Ans.  A -cargo  composed 
of  various  manufactured  articles  of  merchandise. 


49 


*  Q.  158,  108.  How  would  you  dunnage  for  a  general  cargo? 
Ans.  Nine  inches  or  more  on  the  floors  to  14  inches  or  more  to 
the  upper  part  of  the  turn  of  the  bilges  and  21/£  inches  or  more 
in  the  sides  and  21/&  inches  or  more  in  the  between  decks.  Dun- 
nage is  laid  athwartship  on  top  of  water  ballast  tanks. 

Q.  159,  109.  How  would  you  stow  heavy  weights  in  a  general 
cargo?  Ans.  In  the  lower  hold  Dear  the  hatches  and  chock  them 
well  with  dunnage  and  other  cargo  not  easily  injured. 

Q.  160,  110.  How  would  you  stow  railroad  iron?  Ans.  Dun- 
nage as  high  as  the  keelson,  protect  the  sides  from  chafe  and  after 
stowing  one  tier  solid,  stow  the  rest  grating  fashion.  Then  dun- 
nage off  and  torn  down.  If  bags  or  other  cargo  is  to  be  stowed 
on  top  of  the  iron,  lay  2%  inches  dunnage.  A  certain  quantity  of 
the  iron  should  be  stowed  in  the  tween  decks  and  torn  it  down 
also. 

Q.  161,  111.  How  would  you  stow  the  first  tier  of  casks?  Ans. 
Begin  amidship  along  the  keelson  and  work  fore  and  aft.  Stow 
the  casks  bilge  and  cantline,  bung  up  and  bilge  free  with  good 
beds  at  the  quarters  and  quoins  at  the  sides  and  chime  to  chime. 
Another  way  is  to  stow  them  bilge  to  bilge, 

Q.  162,  112.  How  would  you  stow  the  second  tier  of  casks? 
Ans.  In  the  cantlines  of  the  first  tier  and  use  some  dunnage  for 
the  quoins  on  each  side  under  the  quarters  to  take  on,  to  lessen 
the  strain  on  the  lower  tier. 

Q.  163,  113.  How  can  you  find  the  bung  side  of  a  cask  in  the 
dark?  Ans.  By  the  rivets  in  the  hoops  which  are  in  line  with  the 
bung. 

Q.  164,  114.  Why  should  casks  be  stowed  bung  up?  Ans.  To 
prevent  leakage  and  because  the  head  pieces  are  vertical  and  thera- 
fore  the  cask  is  strongest  in  that  position. 


50 

Q.  165.  What  is  the  capacity  of  a  barrel,  pipe,  puncheon,  and 
hogshead?  Ans.  Barrel  about  45  gallons,  pipe  126  gallons, 
puncheon  84  gallons  and  hogshead  63  gallons.  A  butt  is  the  same 
as  a  pipe. 

Q.  166.  How  many  tiers  high  would  you  stow  casks?  Ans. 
Stow  pipes  3  tiers,  puncheons  4  tiers  and  barrels  8  tiers  high. 

Q.  167,  115.  When  stowing  timber  what  would  you  be  careful 
to  avoid?  Ans.  The  ends  of  the  timber  must  be  kept  off  the  skin, 
and  if  the  sides  of  the  ship  are  very  round  a  little  dunnage  may 
be  necessary  along  the  sides. 

Q.  168,  116.  How  would  you  stow  case  and  bale  goods?  Ans. 
The  side  of  a  case  bearing  the  mark  and  number  is  the  top  and 
that  side  is  stowed  up.  Bales  are  stowed  on  the  flat  amidships 
with  marks  and  numbers  up  and  on  the  edge  in  the  wings  with 
the  marks  and  numbers  in  board. 

Q.  169,  117.  Wliy  would  you  stow  bales  on  their  edges  in  the 
wing?  Ans.  That  only  a  part  of  the  bale  would  be  damaged  in 
case  of  leakage. 

Q.  170,  118.  WThere  would  you  stow  carboys  of  acids?  Ans. 
Well  secured  on  deck,  where  they  could  be  quickly  thrown  over- 
board in  case  of  leakage. 

Q.  171,  119.  Where  would  you  stow  tar,  oil,  rosin  and  other 
cargo  of  that  nature  in  a  general  cargo?  Ans.  Under  and  away 
from  cargo  that  it  might  damage  by  leakage  or  odor.  Also  where 
it  cannot  leak  into  the  limbers  and  pumpwells.  If  a  large  quan- 
tity is  shipped  the  skin  should  be  caulked. 

Q.  172,  120.  Where  would  you  stow  wines,  liquors,  etc.?  Ans. 
Under  other  cargo  that  it  may  not  be  accessible  during  the  voyage. 

Q.  173,  121.  When,  where  and  what  kind  of  petroleum  is  al- 
lowed as  cargo  in  passenger  steamers?  Ans.  Refined  petroleum 


51 

which  will  not  ignite  at  a  temperature  of  less  than  110°  F.  may, 
upon  routes  where  there  is  no  other  practicable  mode  of  trans- 
porting it,  be  carried  on  passenger  steamers;  but  it  shall  not  be 
lawful  to  receive  on  board  or  transport  any  petroleum  unless  the 
owner  or  master  of  the  steamer  shall  have  first  received  from 
the  inspectors  a  permit  designating  the  place  or  places  on  such 
steamer  in  which  the  same  may  be  carried  or  stowed,  with  the 
further  condition  that  the  permit  shall  be  conspicuously  posted 
on  the  steamer.  Refined  petroleum  must  not  in  any  case  be  re- 
ceived on  board  or  carried  unless  it  is  put  up  in  good  iron-bound 
casks  or  barrels  or  in  good  metallic  cans  or  vessels,  carefully 
packed  in  boxes,  and  the  casks,  barrels,  or  boxes  plainly  marked 
on  the  heads  thereof  with  the  shipper's  name,  the  name  of  the 
article,  and  the  degree  of  temperature  (Fahrenheit)  at  which  the 
petroleum  will  ignite. 

Q.  174,  122.  What  cargoes  are  most  liable  to  spontaneous  com- 
bustion? Ans.  Cotton,  jute,  coal,  rags,  hemp,  etc. 

<).  175,  123.  To  what  draught  should  a  vessel  be  loaded?  Ans. 
The  owner,  agent,  or  master  of  every  inspected  seagoing  vessel 
shall  indicate  the  draft  of  water  at  which  he  shall  deem  his 
vessel  safe  to  be  loaded  for  the  trade  she  is  engaged  in,  which 
limit,  as  indicated,  shall  be  stated  in  the  vessel's  certificate  of 
inspection,  and  it  shall  be  unlawful  for  such  vessel  to  be  loaded 
deeper  than  stated  in  said  certificate.  The  master  of  every  sea- 
going vessel  shall,  whenever  leaving  port,  enter  the  maximum 
draft  of  his  vessel  in  the  log,  and  the  master  shall  be  held  re- 
sponsible that  the  authorized  draft  is  not  exceeded. 

Q.  176.  Explain  how  you  would  load  a  ship  in  fresh  or  brack- 
ish water  to  have  her  proper  draught  in  sea  water.  Ans.  Draw 
a  bucket  of  water  from  over  the  side  and  with  the  hydrometer  find 
the  specific  gravity.  Multiply  1028  by  the  proper  sea  water 
draught  and  divide  the  product  by  the  specific  gravity  of  the 


52 


water  in  which  the  ship  is  loaded  and  that  will  give  the  draught 
to  which  the  ship  should  be  loaded  in  that  water. 

Q.  177,  124.  What  precautions  would  you  take  when  loading 
a  ship  in  shallow  water?  Ans.  Keep  her  on  an  even  keel  and 
afloat. 

Q.  178,  125.  What  cargo  is  prohibited  in  passenger  steamers? 
Ans.  No  loose  hay,  loose  cotton,  or  loose  hemp,  camphene,  nitro- 
glycerin,  naphtha,  benzine,  benzole,  coal  oil,  crude  or  refined  pe- 
troleum, or  other  like  explosive  burning  fluids,  or  like  dangerous 
articles,  shall  be  carried  as  freight  or  used  as  stores  on  any 
steamer  carrying  passengers;  nor  shall  gunpowder  be  carried  on 
any  such  vessel  except  under  special  license;  nor  shall  oil  of 
vitriol,  nitric  or  other  chemical  acids  be  carried  on  such  steamers 
except  on  the  decks  or  guards  thereof  or  in  such  other  safe  part 
of  the  vessel  as  shall  be  prescribed  by  the  inspectors;  and  oil  or 
spirits  of  turpentine  may  be  carried  on  such  steamers  when  put  up 
in  good  metallic  vessels  or  casks  or  barrels  well  and  securely 
bound  with  iron  and  stowed  in  a  secure  part  of  the  vessel;  and 
friction  matches  may  be  carried  on  such  steamers  when  securely 
packed  in  strong,  tight  chests  or  boxes,  the  covers  of  which  shall 
be  well  secured  by  locks,  screws,  or  other  reliable  fastenings,  and 
stowed  in  a  safe  part  of  the  vessel  at  a  secure  distance  from  any 
fire  or  heat.  Nothing  in  the  foregoing  or  following  sections  of 
this  Act  shall  prohibit  the  transportation  by  steam  vessels  of 
gasoline  or  any  of  the  products  of  petroleum  when  carried  by 
motor  vehicles  (commonly  known  as  automobiles)  using  the  same 
as  a  source  of  motive  power:  Provided,  however,  That  all  fire,  if 
any,  in  such  vehicles  or  automobiles  be  extinguished  immediately 
after  entering  the  said  vessel,  arid  that  the  same  be  not  relighted 
until  immediately  before  said  vehicle  shall  leave  the  vessel:  Pro- 
vided further,  That  any  owner,  master,  agent,  or  other  person 
having  charge  of  passenger  steam  vessels  shall  have  the  right  to 
refuse  to  transport  automobile  vehicles  the  tanks  of  which  con- 


53 


tain  gasoline,  naphtha,  or  other  dangerous  burning  fluids.  All 
hay,  straw,  or  other  inflammable  material  carried  on  the  open 
deck  of  any  steamer  carrying  passengers  shall  be  covered  with  a 
tarpaulin. 

Q.  179.  How  can  you  test  the  stability  of  a  vessel?  Ans.  Place 
a  known  weight  on  one  side  of  the  vessel  and  note  the  angle  of  heel. 
Place  an  equal  weight  the  same  distance  from  amidships  on  the 
same  side  and  again  note  the  angle  of  heel.  If  the  second  weight 
heeled  the  ship  a  less  number  of  degrees  than  the  first,  the  stabil- 
ity is  good.  If  the  same  or  more  it  is  bad. 

Q.  180,  126.  How  can  you  find  the  safe  working  load  for 
manila  rope?  Ans.  The  square  of  the  circumference  of  the  rope 
divided  by  10  gives  the  safe  working  load  in  tons. 

Q.  181,  127.  What  are  the  rules  for  steam  vessels  meeting  end 
on?  Ans.  When  two  steam  vessels  are  meeting  end  on,  or  nearly 
end  on,  so  as  to  involve  risk  of  collision,  each  shall  alter  her 
course  to  starboard,  so  that  each  may  pass  on  the  port  side  of  the 
other. 

Q.  182,  128.  What  are  the  rules  for  steam  vessels  crossing? 
Ans.  When  two  steam  vessels  are  crossing,  so  as  to  involve  risk 
of  collision,  the  vessel  which  has  the  other  on  her  own  starboard 
side  shall  keep  out  of  the  way  of  the  other.  Every  steam  vessel 
which  is  to  keep  out  of  the  way  of  another  vessel  shall,  on  ap- 
proaching her,  if  necessary,  slacken  her  speed  or  stop  or  reverse. 

Q.  183,  129.  What  are  the  rules  for  steam  and  sail  vessels  meet- 
ing or  crossing?  Ans.  When  a  steam  vessel  and  a  sailing  vessel 
are  proceeding  in  such  directions  as  to  involve  risk  of  collision, 
the  steam  vessel  shall  keep  out  of  the  way  of  the  sailing  vessel, 
the  sail  vessel  to  keep  her  course. 

Q.  184,  130.  What  are  the  rules  for  a  vessel  overtaking  an- 
other? Ans.  Notwithstanding  anything  contained  in  these  rules, 
every  vessel  overtaking  any  other  shall  keep  out  of  the  way  of 


54 


the  overtaken  vessel.  Every  vessel  coming  up  with  another  vessel 
from  any  direction  more  than  two  points  abaft  her  beam,  that  is, 
in  such  a  position,  with  reference  to  the  vessel  which  she  is  over- 
taking that  at  night  she  would  be  unable  to  see  either  of  that  ves- 
sel's side  lights,  shall  be  deemed  to  be  an  overtaking  vessel;  and 
no  subsequent  alteration  of  the  bearing  between  the  two  vessels 
shall  make  the  overtaking  vessel  a  crossing  vessel  within  the  mean- 
ing of  these  rules,  or  relieve  her  of  the  duty  of  keeping  clear  of 
the  overtaken  vessel  until  she  is  finally  past  and  clear.  As  by 
day  the  overtaking  vessel  cannot  always  know  with  certainty 
whether  she  is  forward  of  or  abaft  this  direction  from  the  other 
vessel,  she  should,  if  in  doubt,  assume  that  she  is  an  overtaking 
vessel  and  keep  out  of  the  way. 

Q.  185,  131.  What  are  the  whistle  signals  for  steamers  in  sight 
of  each  other?  Ans.  When  vessels  are  in  sight  of  one  another,  a 
steam  vessel  under  way,  in  taking  any  course  authorized  or 
required  by  these  rules,  shall  indicate  ttiat  course  by  the  follow- 
ing signals  on  her  whistle  or  siren,  namely:  One  short  blast 
to  mean,  "I  am  directing  my  course  to  starboard."  Two 
short  blasts  to  mean,  "I  am  directing  my  course  to  port." 
Three  short  blasts  'to  mean,  "My  engines  are  going  at  full  speed 
astern."  The  "short  blast"  means  a  blast  of  about  one  second's 
duration. 

Q.  186,  132.  What  is  the  rule  for  steam  vessels  in  narrow  chan- 
nels? Ans.  In  narrow  channels  every  steam  vessel  shall,  when 
it  is  safe  and  practicable,  keep  to  that  side  of  the  fairway  or 
mid-channel  which  lies  on  the  starboard  side  of  such  vessel. 

Q.  187,  133.  When  one  vessel  must  keep  out  of  the  way,  what 
must  the  other  one  do  ?  Ans.  Where  one  of  two  vessels  is  to  keep 
out  of  the  way  the  other  shall  keep  her  course  and  speed. 

NOTE. — When,  in  consequence  of  thick  weather  or  other  causes, 
such  vessel  finds  herself  so  close  that  collision  cannot  be  avoided 


55 


bj  the  action  of  the  giving-way  vessel  alone,  she  also  shall  take 
such  action  as  will  best  aid  to  avert  collision. 

Q.  188,  134.  When  you  see  a  vessel  forward  of  your  beam  and 
coming  toward  you,  how  would  you  know  which  vessel  can  safely 
cross  the  other  or  if  danger  of  collision  exists?  Ans.  Risk  of 
collision  can,  when  circumstances  permit,  be  ascertained  by  care- 
fully watching  the  compass  bearing  of  an  approaching  vessel.  If 
the  bearing  does  not  appreciably  change,  such  risk  should  be 
deemed  to  exist. 

Q.  189,  135.  When  is  a  steam  vessel  a  sail  vessel  within  the 
meaning  of  the  "rules  of  the  road"?  Ans.  When  under  sail  only 
and  the  funnel  down. 

Q.  190,  136.  When  is  a  vessel  under  way?  Ans.  A  vessel  is 
"under  way"  when  she  is  not  at  anchor,  or  made  fast  to  *the 
shore,  or  aground. 

Q.  191,  137.  What  is$the  light  for  a  vessel  being  overtaken? 
Ans.  A  vessel  which  is  being  overtaken  by  another  shall  show  from 
her  stern  to  such  last-mentioned  vessel  a  white  light  or  a  flare-up 
light.  The  white  light  required  to  be  shown  may  be  fixed  and 
carried  in  a  lantern,  but  in  such  case  the  lantern  shall  be  so 
constructed,  fitted,  and  screened  that  it  shall  throw  an  unbroken 
light  over  an  arc  of  the  horizon  of  twelve  points  of  the  compass, 
namely,  for  six  points  from  right  aft  on  each  side  of  the  vessel, 
so  as  to  be  visible  at  a  distance  of  at  least  one  mile.  Such  light 
shall  be  carried  as  nearly  as  practicable  on  the  same  level  as  the 
side  lights. 

Q.  192,  138.  What  are  the  rules  for  sailing  vessels?  Ans. 
When  two  sailing  vessels  are  approaching  one  another,  so  as  to 
involve  risk  of  collision,  one  of  them  shall  keep  out  of  the  way 
of  the  other,  as  follows:  A  vessel  which  is  running  free  shall 
keep  out  of  the  way  of  a  vessel  which  is  closehauled.  A  vessel 
which  is  closehauled  on  the  port  tack  shall  keep  out  of  the  way 


of  a  vessel  which  is  closehauled  on  the  starboard  tack.  When 
both  are  running  free,  with  the  wind  on  different  sides,  the  vessel 
which  has  the  wind  on  the  port  side  shall  keep  out  of  the  way  of 
the  other.  When  both  are  running  free,  with  the  wind  on  the 
same  side,  the  vessel  which  is  to  the  windward  shall  keep  out  of 
the  way  of  the  vessel  which  is  to  the  leeward.  A  vessel  which  has 
the  wind  aft  shall  keep  out  of  the  way  of  the  other  vessel. 

Q.  193,  139.  When  must  a  sailing  vessel  keep  out  of  the  way 
of  a  steamer?  Ans.  When  she  is  the  overtaking  vessel. 

Q.  194,  140.  What  are  the  signals  for  vessels  not  under  com- 
mand ?  Ans.  A  vessel  which  from  any  accident  is  not  under  com- 
mand shall  carry  at  the  same  height  as  a  steamer's  masthead 
light,  where  they  can  best  be  seen,  and  if  a  steam  vessel  in  lieu 
of  that  light  two  red  lights,  in  a  vertical  line  one  over  the  other, 
not  less  than  six  feet  apart,  and  of  such  a  character  as  to  be 
visible  all  around  the  horizon  at  a  distance  of  at  least  two  miles; 
and  shall  by  day  carry  in  a  vertical  line  one  over  the  other,  not 
less  than  six  feet  apart,  where  they  can  best  be  seen,  two  black 
balls  or  shapes,  each  two  feet  in  diameter. 

Q.  195,  141.  What  are  the  fog  signals  for  a  steamer  underway, 
but  stopped  ?  Ans.  A  steam  vessel  under  way,  but  stopped,  and 
having  no  way  upon  her,  shall  sound,  at  intervals  of  not  more 
than  two  minutes,  two  prolonged  blasts,  with  an  interval  of  about 
one  second  between. 

Q.  196,  142.  What  are  the  signals  for  a  vessel  ashore  in  a  fair- 
way? Ans.  The  same  as  for  a  vessel  not  under  command,  and 
the  anchor  light  or  lights.  If  foggy,  use  the  bell. 

Q.  197,  143.  What  are  the  signals  for  a  steamer  under  sail  only, 
with  her  funnel  up?  Ans.  The  same  as  for  a  vessel  not  under 
command. 

Q.  198,  144.  What  are  the  signals  for  a  vessel  laying  or  pick- 
ing up  a  telegraph  cable?  Ans.  A  vessel  employed  in  laying  or 


57 


in  picking  up  a  telegraph  cable  shall  carry  in  the  same  posi- 
tion as  a  steamer's  masthead  light  and  if  a  steam  vessel  in  lieu 
of  that  light  -three  lights  in  a  vertical  line  one  over  the  other 
not  less  than  six  feet  apart.  The  highest  and  lowest  of  these 
lights  shall  be  red,  and  the  middle  light  shall  be  white,  and  they 
shall  be  of  such  a  character  as  to  be  visible  all  around  the  hori- 
zon, at  a  distance  of  at  least  two  miles.  By  day  she  shall  carry 
in  a  vertical  line,  one  over  the  other,  not  less  than  six  feet  apart, 
where  they  can  best  be  seen,  three  shapes  not  less  than  .two  feet 
in  diameter,  of  which  the  highest  and  lowest  shall  be  globular  in 
shape  and  red  in  color,  and  the  middle  one  diamond  in  shape  and 
white. 

Q.  199,  145.  When  can  vessels  not  under  command  or  vessels 
laying  or  picking  up  telegraph  cables  carry  side  lights?  Ans. 
Only  when  making  way  through  the  water. 

Q.  200,  146.  If  you  were  running  before  the  wind  and  saw  the 
red  and  green  sidelights  of  a  vessel  right  ahead,  what  would  you 
do?  Ans.  The  lights  would  be  on  a  vessel  in  stays  and  as  soon 
as  I  saw  which  way  she  payed  off  I  would  pass  to  windward  of 
her.  In  a  steamer  it  may  be  necessary  to  stop  and  back. 

Q.  201,  147.  Is  there  any  reason  why  a  steamer  should  not 
carry  sail  in  foggy  weather?  Ans.  The  ship  being  supposed  to  be 
slowed  in  such  weather  the  contention  would  rise  that  with  sail 
set  she  was  not  slowed  and  also  that  she  would  not  answer 
her  helm  so  quickly,  and  in  the  event  of  collision  the  interests  of 
the  owners  might  be  jeopardized. 

Q.  202,  148.  Is  there  any  reason  why  a  sail  vessel  should  not 
carry  full  sail  in  foggy  weather?  Ans.  A  sailing  vessel  under 
full  sail  is  going  full  speed,  and  in  case  of  collision  the  owner's 
interests  might  be  jeopardized. 

Q.  203,  149.  What  are  the  distress  signals?  Ans.  When  a  ves- 
sel is  in  distress  and  requires  assistance  from  other  vessels  or 


58 


from  the  shore  the  following  shall  be  the  signals  to  be  used  or 
displayed  by  her,  either  together  or  separately,  namely :  In  the  day- 
time— First.  A  gun  or  other  explosive  signal  fired  at  intervals  of 
about  a  minute.  Second.  The  international  code  signal  of  dis- 
tress indicated  by  N.  C.  Third.  The  distance  signal,  consisting 
of  a  square  flag,  having  either  above  or  below  it  a  ball  or  any- 
thing resembling  a  ball.  Fourth.  A  continuous  sounding  with 
any  fog-signal  apparatus.  At  night — First.  A  gun  or  other  ex- 
plosive signal  fired  at  intervals  of  about  a  minute.  Second, 
Flames  on  the  vessel  ( as  from  a  burning  tar  barrel,  oil  barrel,  and 
so  forth).  Third.  Rockets  or  shells  throwing  stars  of  any  color 
or  description,  fired  one  at  a  time,  at  short  intervals.  Fourth.  A 
continuous  sounding  with  any  fog-signal  apparatus. 

Q.  204.  You  being  in  charge  of  a  ship  about  ready  to  sail,  what 
would  be  your  duty?  Ans.  To  see  that  hatches,  ports,  etc.,  are 
properly  secured,  the  cargo  properly  stowed,  chain  clear  and  an- 
chors ready,  lead  lines  properly  marked  and  handy  for  use,  steer- 
ing gear,  steam  whistle,  pumps,  bell  pulls  or  telegraph  to  the  en- 
gine room,  running  lights  are  in  good  working  order.  Also  that 
the  entire  equipment  is  complete,  in  satisfactory  condition,  that 
the  crew  is  complete  and  that  every  member  knows  his  station 
in  case  of  fire,  collision  or  other  accidents,  and  that  not  more 
than  the  lawful  number  of  passengers  are  on  board.  Have  the 
vessel's  draught  and  note  that  it  does  not  exceed  that  given  in 
the  certificate.  Also  that  the  stores  are  complete  and  that  com- 
passes and  binnacles  are  in  good  condition  and  that  every  other 
article,  instrument  and  appliance  required  is  on  board,  and  before 
starting,  that  the  propeller  is  clear.  The  ship  is  then  ready  for 
sea.  Before  sailing  have  every  document  required. 

Q.  205,  150.  Where  would  you  stow  heavy  cargo  in  a  river 
steamer?  Ans.  In  the  hold  near  a  hatch  amldship  or  on  deck  amid- 
ship  not  near  any  deck  opening  and  well  chocked  off  with  pther 
cargo  not  easily  injured,  such  as  bales.  Heavy  cargo  should  be 
carried  on  deck  only  in  places  well  supported  by  stanchions. 


59 


Q.  206,  151.  Where  would  you  stow  acids  or  matches?  Ans. 
Matches  may  be  carried  on  steamers  when  securely  packed  in 
strong,  tight  chests  or  boxes,  the  covers  of  which  shall  be  well  se- 
cured by  locks,  screws,  or  other  reliable  fastenings,  and  stowed 
on  deck  in  a  safe  part  of  the  vessel  at  a  secure  distance  from  any 
fire  or  heat.  Acids  should  also  be  carried  on  deck,  and  both  where 
they  could  be  quickly  thrown  overboard  in  case  of  danger. 

Q.  207,  152.  How  would  you  stow  hay,  straw,  etc.?  Ans.  In 
bales  on  deck  a  safe  distance  from  any  fire  or  heat,  covered  with  a 
tarpaulin  and  where  it  could  be  quickly  thrown  overboard  in  case 
of  danger. 


60 


CALCULATIONS 

which  must  be  performed  by  masters  and  mates  when  being 
examined.  Where  examples  have  two  numbers,  the  second  one 
refers  to  the  mates'  examination,  and  the  absence  of  such  nun* 
ber  indicates  that  the  example  does  not  apply  to  mates.  The 
numbers  correspond  to  those  of  the  questions 


2,  2.  EXAMPLE  :  A  ship  had  Highland  Light  bearing 
N.  67°  W.,  distance  10  miles,  ship's  head  S.  59°  E.,  and  then 
sailed  the  following  courses  and  distances.  Reverse  the  bearing 
and  enter  it  in  the  traverse  table,  taking  care  that  the  deviation 
is  for  the  ship's  head.  S.  59°  E.  40  miles;  S.  31°  W.  32  miles; 
N.  47°  W.  10  miles.  Find  the  latitude.  See  example  8,  6. 

TRAVERSE  TABLE. 


DIFF.  LAT. 

DEP. 

Compass 
Course. 

Lee- 
way. 

Var. 

Dev. 

Corrected 
Courses. 

Dist. 

N. 

S. 

E. 

W. 

S.  67°  E. 

9*  W. 

5°E. 

S.  71°  E. 

10 

3-3 

S.  59    E. 

9     W. 

4    E. 

S.  64    E. 

40 

I7-5 

S.  31   W. 

9    W. 

2    W. 

S.    20   W. 

32 

30.1 

N.47   W. 

9    W. 

5  W. 

N.  61  W. 

10 

4.8 

4.8 

50-9 

4.8 

Lat.  left  40°  23'  46"  N.  Diff.  lat.  46.  i  S. 

Diff.  lat. 46_6    S. 

Lat.  in     39   37  40   N.,  which  is  latitude  by  dead-reckoning. 


61 


3,  3-  EXAMPLE:  May  25,  1902. 
tude  of  the  sun's  lower  limb  was 
35  feet.  Longitude  by  account  67° 

Obs.  alt.  L.  L.  81°  56'  30"  S. 

Semi-diam.  N.  A.  -f-        15  48 

82  12  Ts 


Dip,  table  14 


Ref.  table  20          — 


Par.  table  16 
True  alt. 

Zen.  dist. 
Cor.  dec. 
Lat. 


-          5  48 
82    06  30 
08 


82  Oj5  22 

-f-  02 

82  06  24 

90  oo  oo 

7  53  36  N. 

+20  51  50  N. 

28  45  2t>  N. 


The  observed  meridian  alti- 
81°  56'  30"  S.  Height  of  eye 
30'  W.  Find  the  latitude. 

Dec.  N.  A.  20°  49'  46".  4  N. 
Cor.  +  2  03  .8 

Cor.  dec.  20    51   50  .2 


H.  D.  dec.  N.  A. 
Long.  67°  30'  W.=  X 

Cor.  2'  03".  8  =i 


27  -5i 

.  4*.  5 

13755 
11004 


3,  3.  EXAMPLE:  September  15,  1902.  The  observed  meridian 
altitude  of  the  sun's  lower  limb  was  58°  12'  30"  N.  Height  of  eye 
45  feet.  Index  correction  4-7'  10".  Longitude  by  account  60°  E. 
Find  the  latitude.  • 


Obs.  alt.  L.  L. 
I.  C. 

Semi-diam.  N.  A. 
Dip,  table  14 
Ref.  table  20 

Par.  table  16 
True  alt. 

Zen.  dist. 
Cor.  dec 
Lat. 

58°  12'  30"  N. 
+         7   10 

Dec.  N.  A. 
Cor. 
Cor.  dec. 

H.  D.  dec. 
Long.  60° 
Cor.  3'  50". 

3°  17'  42".o  N. 
+        3   50  .6 

53    19  40 
+       15   56 

3    21   32  .6 

N.A.      5  7".  66 
E.    =  X          4h 

58   35   36 
—         6  36 
58   29  oo 
36  _ 

6      =    230".  64 

58   28  24 
+             04 

58   28  28 
90  oo  oo 

31   3i   32  S. 
-  3   21   33  N. 

28  09  59  S. 

62 


4.  EXAMPLE:  July  4,  1902.  Latitude  by  account  8°  56'  N. 
Longitude  by  account  60°  oo'  E.  The  observed  altitude  of 
the  sun's  lower  limb  was  75°  10'  10"  N.  Time  by  chronometer 
gfo  32™  I0s  A.  M.,  and  fast  nm  o8-s.  Height  of  eye  30  feet.  Index 
correction  4-2'  10".  Find  the  latitude. 


Chro.  time              Sh 
Fast 

32m  ioiS  A, 
ii    08 

,  M.      Equa.  of  time  N.  A. 
Cor. 
Cor.  equa.  of  time 
H.  D.  equa.  of  time  N.  A. 

Cor.  is.  69                            = 
N.        Dec.  N.  A.     22°  56 
Cor.             4- 

3m  59s.  82 
i  .69 

G.  M.  T.                  8 
Cor.  equa.  time— 

21      O2 

3     58 

3     58.13 

=    X   3^65 

G.  A.  T.  .                  8 
Long.  60°  E.  =  4-  4 

17    04 

00      00 

23IO 

2772 
1386 

12 
—  12 

17   04 

00      00 

Hour  angle 
Obs.  alt.  L.  L. 
I.C.                          4- 

Semi-diam.  N.  A.  4- 
Dip,  table  14 
Ref.  table  20 

Par.  table  16           4- 
True  alt. 
Cor.                           4- 
Mer.  alt. 

Zen.  dist. 
Cor.  dec. 

17   04 

75°  10'  10" 

2    10 

=  Is.  68630 

'  49"-  5  N. 
45-2 

75    12  20 
15  45 
75    28  05 
5  22 

Cor.  dec.        22    57 
H.  D.  dec.  N.  A. 

Cor.  45".2            = 

Change  of  alt.  in  im 
Square  of  hour  angle 

S. 

N. 

34-7 

12*.  38 

75    22  43 
14 

6190 

7428 
37U 

75    22  29 
02 

=45".i87o 

7"-  36 
X  292.  4  1 

75    22  31 

35   52 

75    58  23 
90   oo  oo 

175446 

87723 
204687 

14   01   37 

22    57  35 

Lat. 


8    55   58  N.     Cor.  for  alt.  35' 52"  =2152".  1376 


Constant  .29300 

Log. -cosine  lat.  8°  56' N.     9. 99470  \ 

"          "      dec.  22    58  N.     9.96413  >•  table  44 

"      cosecant  lat.  —  dec.  14   02  .61531  ) 

Change  of  alt.  in  im,  7".36  =  log.  .86714     table  42 

Square  of  hour  angle  (17™  04*)  =  17^.1  X  I7™-1  =  292.41 


63 


4.  EXAMPLE:  March  17,  1902.  Latitude  by  account  40°  1 6' N. 
Longitude  by  account  67°  30'  W.  The  observed  altitude  of  the 
sun's  lower  limb  was  48°  04'  10"  S.  Time  by  chronometer 
4h  59m  07s  P.  M.,  and  fast  iom  ios.  Height  of  eye  39  feet.  Index 
correction— 4'  30".  Find  the  latitude. 


Chro.  time 

Fast 

G.  M.  T. 

Cor.  equa.  time 

G.  A.  T. 


4h  5gm  078  p. ; 

—  10      10 

4   48    57 

—  8    40 


4  40  17 
Long.  67°  30' W.  =  —4  30  oo 
Hour  angle  10  17 


Obs.  alt.  L.  L.  48°  04'  ion 

I.  C.  \  -         4  3Q 

47    59  40 

Semi-diam.  N.  A.  4-       16  05 


Equa.  of  time  N.  A.    8m  43s.  12 
Cor.  3  -47 

Cor.  equa.  of  time      8    39  .65 

H.  D.  equa.  of  time  N.  A.      0-^723 
G.  M.  T.  4h  48™  57s         =  X    4*. 8 

"5784 
2892 
Cor.  3s. 47 


S.     Dec.  N.  A.  i°  36' 

Cor.  — 4 

Cor.  dec. 


= 3s.  4704 

05". i  S. 
44  -4 


I    31   20  .7 


48    15  45 
Dip,  table  14          -         6  12 

59"-25 
'    X      4^-8 

Ref   table  20              *       '  52           G.  M.  T.  4*48-  57s  = 

4_8      08     41 

Par.  table  16           +             06                      ,      „ 
True  alt.                     48^08^47 
Cor.                           -f          3   58 

47400 

23700 

=284".  400 

2".  25 
X     1  06 

Mer.  alt.                      48    12  45           Change  of  alt.  in  i"1 
90  oo  oo           Square  of  hour  angle 

Zen.  dist.                    41   47   15  N. 
Cor.  dec.                   —  i    31   21  S. 

1350 
2250 

Lat.                              40   15   54  N.      Cor.  for  alt.  3'  58" 
Constant  log                                                 .29300 
Log.  -cosine  lat.                    40°  16'  N.     9.88255  \ 
dec.                     i    31   S.      9.99985  V  table  44 
"      cosecant  ,dec.  -h  lat.  41    47             .17632  ) 

=  238".  50 

Change  of  alt.  in  i»\  2".  25  =  log.           .35172     table  42 
Square  of  hour  angle  (iom  17s)  =  10^.3  X  iom.3  =  106 

5-  EXAMPLE:  January  26,  1902,  A.  M.  The  observed  meridian 
altitude  of  the  moon's  lower  limb  was  59°  16'  20"  S.  Longitude 
by  account  37°  30'  W.  Height  of  eye  35  feet.  Index  correction 
-+-4'  05".  Find  the  latitude. 

Moon'smer.  pass.  25th  N.  A.  13*  5im.8  H.  D.  pass.  N.  A.      2m.o6 

Cor.  for  long.  -f          5   .1  Long.  37°  30'  W.  —  X    2/l.  5 

L.  M.  T.  mer.  pass.  13    56  .9  1030 

Long.  37°  30'  W.  =  +2    30   .o  412 

G.  M.  T.  mer.  pass.  16    26~Tcj  Cor.  for  long.  5m.i  =  5m.i5o 


Obs.  alt.  L.  L. 
I.  C. 


Semi-diam.  N.  A. 


Dip,  table  14 


59°  16'  20"  S.  Dec.    N.  A.      6°  02'  36".  6  N. 


4  05 


59 


20  25 
15  47 


Cor.  for  26m.$— 
Cor.  dec. 


59    36   12 

5  48 


59    30  24 

Ref.  and  par.  table  24  -f-        28   53 
True  alt. 


Zen.  dist. 
Cor.  dec. 
Lat. 


4   54 


59  59   17  N. 

90  oo  oo  N. 

30  oo  43  N. 

-  5  57  43 N. 

35  58   26N. 


5    57  42  .6 


M.  D.  dec.  N.  A.      10^.931 
X    26m.9 

98379 
65586 
21862 


Cor.  4'  54" 


=294  .0439 


5.  EXAMPLE:  November  14,  1902,  P.  M.  The  observed  me- 
ridian altitude  of  the  moon's  lower  limb  was  49°  53'  30"  N. 
Longitude  75°  oo'  E.  Height  of  eye  30  feet.  Index  correction 
— 3'  20".  Find  the  latitude. 

Moon's  mer.  pass.  N.  A.  nho4m.g        H.  D.  mer.  pass.  N.  A.  2m.39 
Cor.  for  long.  —       n    .9        Long.  75°  E.         =    X        Sh 

L.  M.  T.  mer.  pass.  10   53   .o        Cor.  for  long.  nm.9  — ii'^.gs 

Long.  75°  E.  ~  —   5   oo   .o 

G.  M.  T.  mer.  pass.  5   53  .o 


65 


Obs.  alt.  L.  L 
I.  C. 

Semi-diam.  N.  A. 

Dip,  table  16 

50  01   10 

Ref.  and  par.  table  24  4-      37  46 
True  alt. 


49°  53'  3o"N. 
—   3  20 

Dec.  at  6h  N. 
Cor.  for  7™ 
Cor.  dec. 

A.  13°  07' 

—       I 

48'.  7  N. 
oo  .4 

49  50  10 

4-    l6  22 

13  06 

48.  3 

50  06  32 
5  22 

Zen.  dist. 
Cor.  dec. 
Lat. 


50   38  56 
90  oo  op 
39   21  04  S. 
—  13   06  48  N. 
26   14  16  S. 


M.  D.  dec.  N.  A.  8^.632 

X_ 7" 

Cor.  for  7™  i'  oo".4     =60". 4 24 


6,  4.  EXAMPLE:  March  17,  1902.  The  observed  altitude  of 
the  Pole  Star  was  38°  30'.  Longitude  by  account  53°  30'  W. 
Local  mean  time  6h  57™  P.  M.  Height  of  eye  26  feet.  Index 
correction  +2'  10".  Find  the  latitude. 


Obs.  alt.  38°  30'  oo" 

I.  C.  +_  2  10 

38  32  10 

Dip,  table  14  —  5  oo 

38  27  10 

Ref.  table  20  —  i  14 

True  alt.  38  25  56 

Cor.  —  15  12 
Lat. 


L.  M.  T. 


6h  57™  P.  M. 


Long.  53°  30'  W.  =  -f  3    34 
G.  M.  T. 


10   31     P.  M. 


L.  M.  T.  671  57m  oo* 

Sid.  time  N.  A.  23    36    30 

Cor.  for  ioh  31™,  table  9  i     44 

30    35     14 
—  24   oo    oo 


38    10  44  N.  Reject  24^ 

Local  sid.  time 


6    35     H 

Star's  right  ascen.  N.  A. —  i    23     24 
'*      hour  angle  5    n     50 


Star's  dec.  N.  A.  88°  47'  04" 

90    oo  oo 

Star's  pol.  dist.  72'^  =  i    12  56 

Hour  angle  5^  nm  50*  =  77°  57'  30"  log.  cosine  9.31937  table  44 
Star's  pol.  dist.  in  miles  72'. 9  log.  1.86273     "      42 

Correction  for  alt.  is'.2(i5'  12")=  log.  1.18210     "      42 


G6 


6,  4-  EXAMPLE:  October  3,  1902.  The  observed  altitude  of 
the  Pole  Star  was  22°  33'  oo".  Local  apparent  time  $h  30™  A.  M. 
Longitude  by  account  63°  oo'  E.  Height  of  eye  35  feet.  Find 
the  latitude. 

Obs.  alt.  22°  33'  oo"      L.  A.  T.  sh  30™  +  izh  =  17*  30™  Oct.  2 

Dip,  table  14  —          5  48       Long.  63°  E.  =  —    4   12 

22   27  12       G.  A.  T.  13   18       "     2 

Ref.  table  20  —         2  20 
True  alt.  22   24  52 

Cor.  —       25  09 

Lat.  21    59  43  N.  L.  A.  T.  17*  30™  oo8 

Sun's  right  ascen.  N.  A.      12    32    40 

30   02    40 

Reject  24^  —24    oo    oo 


Local  sid.  time  b   02    40 

Star's  right  ascen.  N.  A.  —   i    23    24 


"      hour  angle  4   39    16 

Star's  dec.  N.  A.  88°  47'  04" 

go   oo  oo 

"     pol.  dist.   72'. 9         =  i    12   56 

Hour  angle  4^  39™  i6s  =  69°  49'  log.  cosine  9.53785  table  44 
Star's  pol.  dist.  in  miles  72'. 9  log.  1.86273      *'     42 

Correction  for  alt.  25'.  15  (25'  09")  =       log.  1.40058     "     42 

The  following  examples  are  worked  by  the  method  given  in 
the  Nautical  Almanac,  the  necessary  table  being  included  here. 
The  four  problems  cover  all  the  conditions  pertaining  to  this 
observation.  Either  of  the  two  methods  will  be  accepted  by  the 
examiner. 

EXAMPLE:  September  8,  1902.  The  true  altitude  of  the  Pole 
Star  out  of  the  meridian  was  41°  40'  30".  Greenwich  mean  time 
4h  i6m  A.  M.  Longitude  by  account  30°  19'  15"  W.  Find  the 
latitude. 


67 


G.  M.  T.  -h  12*  =     16*  i6m  oos     Sept.  7 

Long.  30°  19'  15"  W.  =  —2      i     17 

L.  M.  T.  =     14    14    43          "       7 

L.  M.  T.  14*  14™ 43*  Star's  true  alt.          41°  40'  30" 

Sid.  time  N.  A.  n    02    31    Cor.  Pole  Star  table— i    12  48 

Cor.  for  1 6*1 6W,  table  9         2    40    Lat.  40   27  42  N, 

25  I9v54 

—  24  oo   oo 

Local  sid.  time        —    i  19    54 

i  24   06 

Star's  hour  angle  4    12 

EXAMPLE:  October  27,  1902.    Local  mean  time  10*40™  30*  P.  M. 
Longitude  by  account  29°  oo'  E.     The  true  altitude  of  the  Pole 
Star  was  43°  20'.     Find  the  latitude. 
L.  M.  T.  10*  4om308 

Long.  29°  E.        =  —  i    56  oo 
G.  M.  T.  8   44   30 

L.  M.  T.  10*  4om30s   Star's  true  alt.          43°  20'  oo" 

Sid.  time  N.A.  14   19   38     Cor.  Pole  Star  table—  i    12   27 

Cor.for8*44m.5,table9        i    26     Lat.  42     7   33  N. 

34        This  problem  is  from  the  1902 

~2A N.A. 

i    01    34 

i    24  06 
Star's  hour  angle  22   32 

Table  for  Finding  the  Latitude  by  an  Observed  Altitude  of  Polaris  taken  from  the 
Nautical  Almanac  for  1902. 

Reduce  the  observed  altitude  of  Polaris  to  the  true  altitude. 
Reduce  the  recorded  time  of  observation  to  the  local  sidereal 
time. 

Tf    f,       ,       ]     \  less  than  i*  24.  iw,  subtract  it  from  i*  24.  im; 
"dermal  dme    1**$™^$    ™A    '3*    '^.subtract 

[  greater  than  13*24. im,  subtract  itfrom  25*24.1™; 
and  the  remainder  is  the  hour  angle  of  Polaris. 

With  this  hour  angle  take  out  the  correction  from  Table  IV  (be- 
low), and  add  it  to  or  subtract  it  from  the  true  altitude,  according 
to  its  sign.  The  result  is  the  approximate  latitude  of  the  place. 


68 


TABLE  IV— 1902. 


Hour 


1* 


2h 


3* 


4h 


m 

0      / 

0     / 

0      / 

o 

0     1 

0 

O 

-   12.8 

-  I  IO.  2 

-  I  02.8 

-  o  51.0 

-o  35.8 

-  o  18.2 

5 

12.8 

I  09.8 

I  O2.  0 

o  49  9 

o  34-4 

o  16.7 

10 

12.7 

I  09.3 

I  OI.I 

o  48.7 

o  33.0 

o  15.1 

15 

12.6 

I  08.8 

I  00.2 

o  47-5 

o  31.6 

o  13-5 

20 

-  12.5 

-  I  08.3 

-o  59-3 

-o  46.3 

-  O  30.  2 

-  0  12.0 

25 

12.4 

I  07.7 

o  58.4 

o  45.0 

o  28.7 

o  10.4 

30 

12.2 

I  07.1 

o  57-4 

o  43-7 

o  27.2 

o  08.8 

35 

*  12.  0 

I  06.5 

o  56.4 

o  42.4 

o  25.7 

o  07.2 

4° 

-   II.7 

-  I  05.8 

-o  55-4 

-  o  41.1 

-  o  24.2 

-o  05.6 

45 

II.4 

I  05-1 

o  54-3 

o  39-8 

o  22.7 

o  04.0 

50 

II.  O 

I  04.4 

o  53-2 

o  38.5 

O  21.2 

o  02.5 

55 

10.6 

I  03.6 

o  52.1 

o  37.2 

o  19.7 

-  o  oo.  9 

60 

-    IO.2 

-  I  02.8 

-  o  51.0 

-o  35.8 

-0  18  2 

4-  o  00.8 

Hour 

8* 

•Jh 

1* 

9* 

10* 

11* 

Angle 

m 

0      / 

0     / 

0     / 

0      / 

0     / 

o    / 

0 

4-0  00.8 

4-  o  19.6 

4-  o  37.0 

4-  o  51.8 

-I-  I  03.2 

4-   10.4 

5 

o  02.4 

0  21.  1 

o  38.4 

o  52.9 

I  04.0 

10.8 

10 

o  04.0 

0  22.6 

o  39-7 

o  54.0 

04.7 

II.  2 

15 

o  05.5 

o  24.1 

o  41.0 

o  55-1 

05.4 

II-5 

20 

4-o  07.1 

4-  o  25.6 

4-  o  42.3 

4-o  56.1 

4-   06.  1 

4-   ii.  8 

25 

o  08.7 

o  27.1 

o  43-5 

o  57-i 

06.7 

12.0 

30 

o  10.3 

o  28.6 

o  44.8 

o  58.1 

07.3 

12.2 

35 

o  ii.  9 

o  30.0 

o  46.1 

o  59-o 

07.9 

12.4 

40 

4-  o  13.5 

4-  o  31.4 

4-  o  47.3 

+  o  59.9 

4-   08.4 

4-   12.5 

45 

o  15.0 

o  32.8 

o  48.5 

i  00.8 

08.9 

12.6 

50 

o  1  6.  6 

o  34.2 

o  49.6 

i  01.7 

09.4 

12.7 

55 

o  18.1 

o  35.6 

o  50.7 

i  02.5 

I  09.9 

12.8 

60 

4-  o  19.6 

4-  o  37.0 

4-  o  ci.8 

4-  i  03.2 

4-  I  10.4 

4-  i  12.8 

8,  6.  EXAMPLE:  A  ship  had  Fire  Island  Light  bearing  N.  by 
E.,  ii  miles  distant,  variation  9°  \V.,  deviation  i°  E.,  and  was 
then  sailed  as  follows  in  24  hours: 


Course. 

Wind. 

Lee- 
way. 

Var. 

Dev. 

Dist. 

E.  by  N. 

S.  E. 

fpt. 

9°  W. 

6°   E. 

17' 

S.  W.  by  W. 

S.    • 

ipt. 

9    W. 

i    W. 

40 

E.  by  S. 

S.  S.  E. 

Ipt. 

9    W. 

5     E. 

79 

S.  W.  by  S. 

S.  S.  E. 

fpt 

9    W. 

2    W: 

53 

S.  E.  by  E. 

S. 

*pt. 

9    W. 

4     E. 

80 

S. 

S.  E.  by  E. 

*pt 

9    W. 

0 

69 

A  current  set  N.  N.  E.  magnetic  throughout  the  24  hours  at 
the  rate  of  i£  miles  per  hour. 

Find  the  latitude  and  longitude  in  and  course  and  distance 
made  good,  and  then  find  the  course  and  distance  from  that 
position  to  Gibbs  Hill,  Bermuda,  by  Mercator's  sailing. 


FIRE  ISLAND  LIGHT. 
Lat.  40°  37'  57"  N. 
Long.  73  13  08  W. 


GIBBS  HILL  LIGHT. 
Lat.  32°  15'  05"  N. 
Long.-  64  49  40  W. 


TRAVERSE  TABLE. 


DlFF. 

LAT. 

DEP. 

Compass 
Course. 

Wind. 

Lee- 
way. 

Var. 

Dev. 

Dist. 

Correct 
Courses. 

N. 

S. 

E. 

W. 

S.  by  W. 

9°W. 

i°  E. 

ii7 

S.     3°  W. 

ii  .0 

0.6 

E.  by  N. 

S.E. 

%  Pt. 

9   W. 

6    E. 

T7 

N.7o  E. 

5.8 

16.0 

S.W.byW. 
E.  by  S. 

S. 
S.S.  E. 

1A  pt. 
1A  pt. 

9   W. 
9   W. 

i  W. 
5    E. 

40 
70 

S.  52   W. 
S.  88   E. 

24.6 
2.4 

70.0 

31-5 

S.  W.  by  S. 

S.S.E. 

1A  pt. 

9   W. 

2   W. 

53 

S.  28   W. 

46.8 

24.9 

S.  E.  by  E. 

S. 

1A  pt. 

9   W. 

4    E. 

80 

S.  67   E. 

3r-3 

73-6 

S. 
N.N.E. 

S.E.byE. 

1A  pt. 

9   W. 
9   W. 

o 
o 

69 
30 

S.     3   E. 
N.  14   E. 

29.1 

68.9 

3.6 
7-3 

34-9 

185.0 

170.5 

57-a 

34.Q 

57-0 

150.1 

"3-5 

Diff.  lat.   150'.!  S.  ) 
Dep.          113. 5  E.  f 


:  Course  S.  37°  E.     Distance  188  miles. ' 


Lat.  Fire  I.  L.   40°  37'  57"  N. 
Diff.  lat.  2   30  06    S. 

Lat.  ship  38   07   51    N. 


Lat.  Fire  I.  L.  40° 
"     ship  38 


38' N. 
08  N. 


Mid.  lat. 


2)78     46 
39     23  = 


Long.  Fire  I.  L.  73°  13'  08"  W. 
Diff.  long.  2   26  oo     E. 

Long,  ship  70  47  08    W. 


p.  113'.  5  E.=diff.  long.  I46'=2°  26'  E. 


70 


Lat.  ship  38°  07'  51"  N.  M.  P.  table  3        2464'.  2 

"     Gibbs  H.  32    15  05    N.  "          "     3        2033.9 

Diff.  lat.  5    52  46   S.  Mer.  diff.  lat.         430.3  S. 

Long,  ship          70°  47'  08"  W. 

44      Gibbs  H.  64   49  40   W. 

Diff.  long.  5    57  28     E. 

Mer.  diff.  lat.  430'.  3  S.  ) 

._  „  ,  '    •„  °  _    \  =  Course  S.  40    E. 

Diff.  long.  5°  57'  28"  =  357  .5  E.  ) 

Proper  diff.  lat.  5°  52'  46"  =  352'. 8  =  distance  460'. 


9,  7.  EXAMPLE:  January  18,  1902,  A.  M.  The  observed  alti- 
tude of  the  sun's  lower  limb  14°  07'  20".  Time  by  chronometer 
was  ih  36™  17s  P.  M.,  and  on  September  25,  1901,  was  slow  i6w  ios. 
and  on  October  9,  1901,  was  slow  14™  09".  After  taking  this 
observation  the  ship  was  sailed  S.  W.  by  S.  38  miles,  variation 
i°  E.,  deviation  4°  W.,  and  then  the  observed  meridian  altitude 
of  the  sun's  lower  limb  was  39°  10'  20"  S.  Longitude  by  account 
79°  51'  W.  Height  of  eye  30  feet.  Index  correction  —2'  TO". 
Find  the  latitude  and  longitude  at  the  time  of  both  observations, 
and  from  the  noon  position  find  the  true  course  and  distance  by 
Mercator's  sailing  to  Cape  Canaveral  in  latitude  28°  27'  37"  N. 
and  longitude  80°  32'  30"  W. 

Chro.  time  ih  36™  17*  P.  M.  Sept.  25  slow      i6m  ios 

Slow  Oct.  9  4-      14    09  Oct.  9        "      —  £4 09 

i  50  26  Gained  121*  =  2  01 
Gain  in  101  days  —   14  33 
G.  M.  T.        I  35  53 


71 


Daily  rate  gaining  8s.  64  =  i2is  -?-  14  days. 
From  Oct.  9,  1901,  to  Jan.  18,  1902  =  101  days. 
Gain  in  101  days  =  101  days  X  (rate)  8s.  64. 


Sept. 
Oct. 


5  days 


14 


Obs.  alt.  L.  L.  14°  07'  20" 

I.  C  ^  2  10 

14  05  10 
Semi-diam.  N.  A.  + 16  17 

14    21   27 

—  5     22 


Dip,  table  14 
Ref .  table  20 

Par.  table  16 
True  alt. 


14    16  05 
3  44 

14     12    21 

09 

14     12    30 


Equa.  of  time  N.  A.  iom  24^74 
Cor.  +  i  .30 

Cor.  equa.  of  time     10    26  .04 


20°  40'  1 9".  4  S. 

47-9 


Dec.  N.  A. 
Cor. 

Cor.  dec.          20   39  31.5 

4-  90   oo  oo.o 

Pol.  dist.        no   39  31.5 

H.  D.  dec.  N.  A.     29". 97 
G.  M.  T.          =  X     ift.  6 

i7982 
2997 


Cor. 


=  47"-952 


H.  D.  equa.  of  time  N.  A.  os.8i? 
G.  M.  T.  =  X    i*.  6 

4872 
812 


Cor.  is.  30 


Obs.  alt.  L.  L. 
I.  C. 

Semi-diam.  N.  A. 
Dip,  table  14 
Ref.  table  20 

Par.  table  16 
True  alt. 

Zen.  dist. 
Cor.  dec. 
Lat.  at  noon 
Diff  .  lat.  table  2 
Lat.  at  A.  M.  obs. 

39°  iof  20"  S. 

—             2    10 

39   08   10 
+        16  17 

39    24  27 
—          5   22 

39    J9  °5 
—          in 

39    17   54 

+              07 

39    18  01 
90   oo  oo 

50   41   59  N. 
—  20   37  32  S. 

30   04  27  N. 
+        32  36  N. 

30   37  03  N. 

Dec.  N.  A.  20°  40'  14".  2  S. 
Cor.  2  41  .9 

Cor.  dec.      20   37  32  .3 

H.  D.  dec.  N.  A.          29^.99 
Long.  79°  51'  W.  =  X     5fe-4 
11996 
14995 


Cor.  2'  41  ".9 


72 


Compass 
Course. 

Var. 

Dev. 

Dist. 

True 
Course. 

D.  L. 

DEP. 

S. 

W. 

S.  W.  by  S. 

i°  E. 

4°  W. 

38 

S.  31°  W. 

32.6 

19.6 

Lat.  at  A.  M.  obs.  30°  37'  03"  N. 
"     '*  noon  30   04  27    N. 

2)60   41  30 
Middle  lat.  30   20  45  =  30°  dep.  i9'.6W.  =  diff.  long.  22'. 6  W. 


Alt.       14°  12'  30" 

Lat.      30  37  03 

P.  D.  no  39  31 

2)155  29  04 

J^  sum  77  44  32 

Alt.       14  12  30 

Rem.    63  32  02 

Local  app.  time     8h  07™  28s  = 
Equa.  of  time     4-     10    26 
Local  mean  time  8    17    54  A. 
G.  M.  T.  i    35     53  P. 

Long,  in  time        517    59 


Log.  secant  .06520 

'*    cosecant        .02886 

4<    cosine          9.32698 


f  table  44 


9.95192 
2)19.37296 
9.68648 

Sh  =  75° 
17™=    4 

59s  = 


Sine 

M. 

M.  

Long,  at  A.  M.  obs.  79  29  45   W. 

Diff.  long.  •+•       22   36  W. 

Long,  at  noon          79   52   21   W. 


table  44 


14  45" 


Lat.  noon        30°  04'  27"  N. 

14     Cape  C.    28    27  37    N. 

Diff.  lat.  T~36  50    S. 


M.  P.  table  3   1881'.$ 
"  '•     3   1772  .o 


Mer.  diff.  lat.    109.5  S. 
Long,  noon      79°  52'  21"  W. 
41       Cape  C.  80   30  30  W. 
Diff.  long.  38  09  W. 


Mer.  diff.  lat.   109'.  5  S.    ) 

-r^rr  ,  ™r   C  =  Course  S.  19°  W. 

Diff.  long.  38  .1  W.  ) 

Proper  diff.  lat.  i°  36'  50"  =  96'.8  =  dist.  102'.$ 


73 


9,  7-  EXAMPLE:  September  9,  1902,  A.  M.  The  observed 
altitude  of  the  sun's  lower  limb  was  17°  10'  40".  Time  by 
chronometer  was  nh  15™  07*  A.  M.,  and  on  July  8  was  fast 
6m  048,  and  on  August  2  was  fast  3™  O7S.  The  sun's  azimuth  by 
compass  was  N.  109°  30'  E.  After  taking  this  observation  the 
ship  was  sailed  N.  N.  E.  34  miles,  variation  8°  W.,  deviation  7°  W., 
and  then  the  observed  meridian  altitude  of  the  sun's  flower  limb 
was  61°  56'  40"  S.  Greenwich  mean  time  4h  iom  P.  M.  Index  cor- 
rection +  4'  20".  Height  of  eye  45  feet.  Find  the  latitude  and 
longitude  at  time  of  both  observations,  also  the  deviation  of  the 
compass. 


Chro.  time  nh  15™  07*  A.  M. 

Fast  Aug.  2         —        3    07 


Lost  in  38  days 
G.  M.  T. 


12 

4 


oo 
29 


ii     16     29 


Daily  rate  losing  7*. 08  =  I'jj8  ~-  25  days. 
From  Aug.  2  to  Sept.  9  =  38  days 
Lost  in  38  days  =  38  days  X  (rate)  7s.o8 


July    8  fast     6m  04* 
Aug.  2     "     —3     07 
Lost  177*       =2     57 


July      23  days 
Aug.  +_2    " 

25    - 


Obs.  alt.  L.  L. 

i.e. 

Semi-diam.  N.A 
Dip,  table  14 
Ref  .  table  20 

Par.  table  16 
True  alt. 

17°  iof  40" 
4-         4  20 

Dec.  N.  A. 
Cor. 
Cor.  dec. 

Pol.  dist. 

H.  D.  dec.  N. 
Time  from  G. 
Cor.  39".  6 

5°  34'  45".  i  N. 
+           39  -6 

17    15  oo 

+       15   56 

5    35  24.7 
90    oo  oo  .0 

17   30  56 
-        6  36 

84    24  35  .3 

A.                 56".  52 
M.  noon  X    0^.7 

17     24    20 

-        3  05 

17    21     15 

-f-                08 

=39"-  564 

17    21    23 

Equa.  of  time  N.  A.      2m  27s. 09 
Cor.  —  .60 

Cor.  equa.  of  time        2    26  .49 


H.  D.  equa.  of  time  N.  A.  os.854 
Time  from  G.  M.  noon  X  o*.  7 
Cor.  os.6o  =.5978 


74 


Obs.  alt.  L.  L. 
I.  C. 

Semi-diam.  N.  A. 


61°  56'  40"  S. 
+        4  20 
62   01  oo 
15   56 


62  i6  56 

Dip,  table  14  6  36 

62  10  20 

Ref.  table  20  —  31 


Par.  table  16 
True  alt. 

Zen.  dist. 
Cor.  dec. 
Lat.  at  noon 


62   09  49 

+ 04 

62   09   53 
90  oo  oo 

27   50  07  N. 
+5    30  48  N, 


33  20  55  N. 
Diff.  lat.  table  2  —  33  42  S. 
Lat.  at  A.  M.  obs.  32  47  13  N. 


Dec.  N.  A.      5°  34'  45".!  N. 
Cor.  -       3   57  -4 

Cor.  dec.         5  30  47  .7 


H.  D.  dec.  56*.  52 

G.  M.  T.  4h  iom  =  X     4^.2 

11304 

22608 
Cor.  3'  57".4         =237".384 


Compass 
Course. 

Var. 

Dev. 

Dist. 

True 
Course. 

D.  L. 

DEP. 

N. 

E. 

N.  N.  E. 

8°  W. 

7°W. 

34 

N.7°  E. 

33-7 

4.1 

Lat.  at  noon  33°  20'  55"  N. 

"     "  A.  M.  obs.  32    47    15    N. 

2)66    08   08 
Middle  lat.  33    04  04  =  33°  dep.  4'.!  E.  =  diff.  long.  4'.9  E. 


75 


Alt.         17°  21'  23" 
Lat.        32    47   13 
P.  D.      84    24  35 

Log.  secant        .07537  - 
"     cosecant    .00207 

"     cosine      9.58691 
"     sine           9.88374  x 

±  table  44 

table  44 

30' 

9  45" 

2)134    33   n 

•£  sum     67    16  35 
Alt.         17    21   23 

Rem.      49    55   12 

Local  app.  time      771 
Equa.  of  time     — 

o8m  1  6s  =     Sine 
2     26 

2)19.54809" 
9.77404 

4h  =6oc 

IOm  =    2 

39s  = 

Local  mean  time     7 
G.  M.  T.                 ii 
Long,  in  time         4 

05     50  A.  M. 
16     29  A.  M. 
10    39 

Long,  at  A.  M.  obs.      62 
Diff.  long. 

39  45  W. 
4  54   E. 

Long,  at  noon 

62 

34  5i  W. 

P.  D.       84°  24'  35" 
Lat.         32    47   13 
Alt.          17    21   23 

Log.  secant        .07535  " 
*'      secant        .02022 

"      cosine      9.58678 
'*      cosine      9.98029  - 

2)134    33   ii 

•J-  sum      67    16  35 
P.  D.       84    24  35 

Diff.         17    08  oo 

$  true  az.          47°  18'      = 
X           2 

2)19.66264 

Cosine               9.83132 

True  az.    N.    94    36  E. 
Com.  "      N.  109    30  E. 

Com.  error       14    54  W. 
Var.  (chart)        8    oo  W. 

Dev.                     6    54  W. 

table  44 


table  44 


76 


TO.  EXAMPLE:  July  7,  1902.  The  sun's  lower  limb  was 
observed  on  the  horizon  at  rising.  Time  by  chronometer 
gh  32m  058  A.  M.,  which  was  slow  on  June  14,  2m  09*  and  gaining 
2s. 4  daily.  Latitude  by  account  38°  03' N.  Height  of  eye  40  feet. 
Find  the  longitude  at  time  of  observation  and  the  course  and 
distance  by  Mercator's  sailing  to  Sandy  Hook  lightship  in  lati- 
tude 40°  28'  N.,  and  longitude  73°  50'  W. 


Ref.  alt.  o°  table  20 
Dip,  table  14 

Semi-diam.  N.  A. 

Par.  table  16 
Neg.  alt. 

36'  29" 
+   6   12 

42  41 

-  i5  45 
26  56 
-        09 

26  47 

Chro.  time  9^  32™  05*  A.  M.     June          16  days 


Slow  June  14    +  2  09 

9  34  14 

Gain  in  23  days —  55 

G.  M.  T.                9  33  19 


July     +  j_ 
23 

Rate    X28.4 
92 
46 


Dec,  N.  A. 
Cor, 
Cor.  dec. 

Pol.  dist. 

22°  40'  10*.  6  N. 

+      36  .9 

22  40  47  .5 
90  oo  oo  .0 

67   19  12  .5 

H.  D.  dec.  N.  A. 


X 


Cor.  36".  Q 


6144 
3Q72 
=  36".  864 


Equa.  of  time  N.  A.      4™  31*.  60      H.  D.  equa.  of  time  N.  A.  0^419 


Cor. 

Cor.  equa.  of  time 


—       i  .00 
4    30  .60 


X 


1676 


Cor.  Is.  oo 


=  is.  0056 


77 


Lat. 
P.  D. 

Neg.  alt.  — 


i  sum 
Neg.  a 
Rem. 


38°  03'  oo" 
67   19  12 

IO5     22    12 

26  47 


2)104  55  25 

52  27  42 

+  26  47 

52  54  29 


Log.  secant  .10376 


cosecant 


Tab.  cor. 
Local  app.  time 
Equa.  of  time 
Local  mean  time 
G.  M.  T. 
Long,  in  time 

4^41™  04*  =  Sine 
—            02 

4   41    02 

+       4    3i 

4   45    33  A.  M. 
9   33    19  A.  M. 

4   47    44 

•03495 


cosine          9.78482 

sine  9.90183 

2)19.82536 
9.91268 

4h  =  60° 
47™=  ii   45' 
44s  =         ii   oo" 
Long.      71    56  oo   W. 


Lat.  ship  38°  03'  oo"  N.  M.  P.  table  3     2457'^ 

"     S.  H.  L.  S.      40    28    15    N.  "          "     3     2644 . 5 

Diff.  lat.  2    25   15    N.  Mer.  diff.  lat.      186.6  N. 

Long,  ship  71°  56'  oo"  W. 

"      S.  H.  L.  S.  73    50  09   W. 
D,iff.  long.  i    54  09   W. 


=:  Course  N.  32°  W. 


Mer.  diff.  lat.  i86f.6  N. 

Diff.  long.  i°  54'  09"  =114  .1  W. 

Proper  diff.  lat.  2°  25'  15"  =  145'. 2  =  dist.  171'. 


10.  EXAMPLE:  December  9,  1902.  The  sun's  up'per  limb  was 
observed  on  the  horizon  at  setting.  Time  by  chronometer 
Tlh  32™  22s  P.  M.,  and  on  Nov.  9  was  fast  om  31*  and  losing  is.2 
daily.  Latitude  by  account  21°  10'  N.  Height  of  eye  35  feet. 
Find  the  longitude  at  time  of  observation  and  the  course  and 
distance  by  middle  latitude  sailing  to  Vera  Cruz  in  latitude 
19°  12'  N.  and  longitude  96°  08'  W. 


78 


Ref.  alt.  o°  table  20   36'  29" 
Dip,  table  14  5  48 

Semi-diam.  N.  A.       16  16 


Par.  table  16 
Neg.  alt. 


—         9 
~ 


Chro.  time  nh  32™  22s  P.  M.     Nov. 

Fast  Nov.  9         —  31  Dec. 


21     days 

9-5     " 


Lost  in  30  days 
G.  M.  T. 


37 


Rate 


ii    32     28 


30-5 

X     I8. 2 

610 
305 


37*        =  36S.  60 

Loss  in  30.5  days  =  30.5  days  X  (rate)  rs.2 

Dec.  N.  A.      22°  45'  50".  2s  H.  D.  dec.  N.  A.     15".  36 

Cor.  .+  2   56  .6  G.  M.  T.  X   uh-S 

Cor.  dec. 


22    48  46  .8 
90    oo  oo  .o 
Pol.  dist.       112    48  46  .8 


Equa.  of  time  N.  A.     7™  50*. 99 
Cor.  —       12  .73 

Cor.  equa.  of  time        7     38  .26 


7680 
1536 
1536 
Cor.  2'  56".  6       =176".  640 

H.  D.  equa.  of  time  N.  A.   is.io7 
G.  M.  T.  X   nfe.5 

5535 
1107 
1107 


Lat. 
P.  D. 


21      Ip    00 

112    48   47 


Cor.  12s.  73  =  1  2s.  7305 

Log.  secant      .03034 
"     cosecant  .03537 


133  58  47 

Neg.  alt.  —  58  24 

2)133  oo  23 

%  sum              66  30   ii 

Neg,  alt.  +  58  24 

Rem.              67  28  35 


cosine    9.60065 


-  table  44 


1  04s  = 


05 
38 


Tab.  cor.  -f- 

Local  app.  time          5  27 

Equa.  of  time       —  7 

Local  mean  time       5  19    27  P. 

G.  M.  T.                     ii  32     28  P. 

Long,  in  time            6  13    01 


"      sine        9.96554 
-  2)19.63190 
Sine  9.81595       table 


M. 
M. 


6h  —  90° 
I3m  =    3    15' 
Is    =  o 


_ 
Long.     93    15   15   W 


79 


Lat.  ship    21°  10'  oo"  N. 

"     V.  C.  19    12  oo  N. 

Diff.  lat.        i    58  oo  S. 


Long,  ship    93°  15'  15"  W. 

V.  C.  96   08  oo  W. 

Diff.  long.        2    52  45   W. 


Lat.  ship 
"     V.  C. 

Mid.  lat. 


21°  10'  N. 
19   12  N. 


2)40     22 

20    ii  =  20°  diff.  long.  172'. 7  =  dep.  i62'.6  W. 


Diff.  lat.   iiS'.oS.    )       ~  0       0  „,      T,.  ,          , 

___  }  =  Course  S.  54    W.     Dist.  201 . 
Dep.          162  .6  W.  ) 


ii.     EXAMPLE:  July  8,  1902.     The  following  equal  altitudes  of 
the  sun  were  observed  and  the  times  noted  by  chronometer. 

Altitude  A.  M.  74°  12'          Time  by  chronometer  4^06™  o8s  P.  M. 
P.  M.    74   12  "      "  "  4   37    16   P.  M. 


ist  alt. 
2d     " 


4h  o6m o8s  P.  M.      Equa.  of  time  N.  A.  4™  4is.48 
4  37    16  P.M.      Cor.  +         i  .77 


G.M.T.of  L.A.noon4  21 
Equa.  of  time         —       4 


43  24 
42 
43 


P.M. 


G. A. T. of L. A. noon 4  16    59  P.M. 


4*       =  60° 
i6m      =14   oof 

59s       =        14  45" 
Long.      64   14  45  W. 


Cor.  +  

Cor.  equa.  of  time    4    43  .25 

H.  D.  equa.  of  time  0^403 
G.  M.  T.  4*.  4 

1612 
1612 
Cor.  is.  77 


ii.  EXAMPLE:  October  20,  1902.  The  observed  altitude  of 
the  sun's  lower  limb  was  39°  58'  east  of  the  meridian.  Time  by 
chronometer  3^  40™  o6s  P.  M.  When  the  same  altitude  was 
observed  west  of  the  meridian,  the  time  by  chronometer  was 
4^  o2w  17s  P.  M,  Chronometer  was  slow  4™  i68. 


80 


1st  alt.  chro.  time     3^  40™  o6s  P.  M.    Equa.  of  timeN.A.i5woo*.65 


3d 


4  02    17    -r.  M.    L/or.  4-         i  .73 

2)7  42    23  Cor.  equa.  of  time  15  02  .38 


11.5 
16.0 


Chro.  slow  4- 

G.M.T.  of  L.A.  noon  3   55  27.5  P.  M. 

Equa.  of  time         -4-     15  02.4 

G.  A. T.  of  L.A.  noon  4   10  29.9?.  M. 


'=    60° 

*  =       2    30' 


30s  = 

Long.  62  37  30  W. 


7  30' 


H.  D.  equa.  of  time 
G.  M.  T.  X 


Cor.  i8. 73 


4005 
1335 

=  is-7355 


12.  EXAMPLE:  July  i,  1902,  A.M.  The  observed  altitude  of 
the  sun's  lower  limb  was  12°  44'  10".  Time  by  chronometer 
I0h  ^gm  I2s  A.  M.  The  ship  was  then  sailed  west  (true)  12  miles, 
and  the  observed  altitude  of  the  sun's  lower  limb  was  43°  10'  20". 
Time  by  chronometer  ih  iom  04*  P.  M.  Latitude  by  account  at 
time  of  first  observation  was  35°  oo'  N.  Height  of  eye  40  feet. 
Assume  latitudes  about  15  miles  each  side  of  that  by  account. 
Find  the  summer  lines  and  project  them  on  the  chart  and  show 
the  ship's  position  at  time  of  both  observations  and  the  sun's 
true  azimuth. 


Obs.  alt.  L.  L.          12°  44'  10" 
Semi-diam.  N.  A.  +      15  45 
12   59  55 
-        6  12 


Dip,  table  14 
Ref.  table  20 

Par.  table  16 
True  alt. 


Dec.  N.  A. 

Cor.  

Cor.  dec.  23   10  04 


23°  09'  52".6  N. 

12  .2 


12   53  43 

—        4   10 

12   49  33 


12   49  42 


Pol.  dist. 


90  oo  oo  .o 
66  49  55  .2 


H.  D.  dec.  N.  A.  9'.36 
X  i*.  3 
2808 
936 

Cor.  i2".2  =12.168 


81 


Equa.  of  time  N.  A.     3™  25^.39      H.  D.  equa.  of  time  N.  A.  0^493 
Cor.  —         .64  i\3 

Cor.  equa.  of  time         3    24  .75 


Cor.  o».64 


3 

1479 

493 

1.6409 


Obs.  alt.  L.  L.          43°  10'  20" 
Semi-diam.  N.  A.  -f-       15  45 
43   26.05 
6   12 


Dip,  table  14 


Ref.  table  20         — 

Par.  table  16 
True  alt. 


43    19  53 

I    02 


43    18   51 

h 07 

43    18   53 


Dec.  N.  A. 
Cor. 
Cor.  dec. 

Pol.  dist. 


23°  09'  52".6  N. 

- II    .2 

23    09    41   -4 

90  oo  oo  .o 

66   50  18  .6 


H.  D.  dec.  9". 36 

G.  M.  T.        X     ife.2 

1872 

Cor.  1 1 ".2    ssiT'7232 


Equa.  of  time  N.  A.      3™  25*. 39 

Cor.  + .59 

Cor.  equa.  of  time        3    25  .98 


.  D.  equa.  of  time  N.  A.  0^.493 


.  M.  T. 


Cor. 


X 


986 
493 
=.5916 


82 


Alt.  12°  49'  42* 

Lat.  35    15  oo 

P.  D.  66    49   55 
2)114    54  37 

i  sum  57    27   18 

Alt.  —12    49  42 

Rem.  44    37  3& 


FIRST  ALTITUDB 
A. 

Log   sec.  .08797 

"      cosec-          '°3652 


cos. 


sin' 


Tab.  cor. 
L.  A.  T. 
E.  of  T. 
L.  M.  T. 
G.  M.  T. 
Long. 

5fc  5g™ 
+ 
5    58 

+          3 

24s  =  Sin. 
04 
28  A.  M. 

25 

io    39 
4   37 

53  A.  M. 
12  A.  M. 
19 

9-73075 

9-84664 

2)19.70188 
9-85094 


471  =  60 
37™  =    9    15 


45 


B. 


Alt. 
Lat. 
P.  D. 

|  sum 

Alt. 

Rem. 

LA 
E'.of 
L.  M. 
G.  M. 
Long. 


12°  49'  42* 

34  45  oo 

66  49.55 
2)114  24  37 

57  12  18 
—  12  49  42 

44   22  36 


Log.  sec. 
cosec' 

cos. 


sin- 


T          $h  59m  2©s  A.  M.  =  Sin. 
T.    +          3     25 

T.         6   02    45   A.  M. 

T.       io   39     12   A-  M- 
4   36    27 


.08531 


9-73371 


83 


SECOND  ALTITUDE. 


Alt.  43°  1 8'  58" 

Lat.  35    15  oo 

P.  D.         66    50  19 

2)145  24  17 
^  sum  72  42  08 
Alt.  —  43  1 8  58 


C. 

Log.  sec. 
•'      cosec. 

"     cos. 


.08797 
.03649 


Rem. 

29  23  10 

8;i  30^  48s  = 

i< 

Sin. 

Tab.  cor.  — 

03 

L. 

A. 

T. 

8 

30 

45 

A. 

M. 

E. 

of  T. 

4- 

3 

26 

L. 

M. 

T. 

8 

34 

ii 

A. 

M. 

G. 

M. 

T. 

I 

10 

04 

P. 

M. 

Long. 

4 

35 

53 

9.69081 

2)19.28852 

9.64426 


4*    =  60° 

35™  =    8    45' 
53s   -         13   15" 
Long.        68    58   15   W. 


Alt.           43°  1 8'  58* 

Lat.           34  45  oo 

P.  D.         66  50  19 

2)144  54  17 

£  sum        72  27  08 

Alt.      —  43  18   58 

Rem.         29  08   10 


D. 

Log.  sec. 
"      cosec. 


Tab.  cor. 
L.  A.  T. 
E.  of  T. 
L.  M.  T. 
G.  M.  T. 


1  48s  =  Sin. 
03 


8    30    45   A.  M. 

h        3     26 


8  34  ii  A.  M. 
I  10  04  P.  M. 
4  35  53 


.08531 
.03649 

9.47929 

9-68743 

2)19.28852 

9.64426 


35 

53s 


=  60° 

=    8    45' 

=         13 


Long.       68    58  15  W, 


Taking  the  first  line  of  position  west,  a  distance  of  12  miles,  it 
crosses  the  second  line  of  position  in  latitude  34°  58'  30"  N.,  and 
longitude  69°  12'  45"  W.,  which  is  the  position  of  the  ship  at  that 
time.  The  first  line  of  position  is  N.  19°  W.,  and  S.  19°  E.  The 
sun's  true  azimuth  is  at  right  angle  to  that  line  or  90°  different, 
which  is  N.  71°  E. 

Taking  the  second  line  of  position  east,  a  distance  of  12  miles, 
it  crosses  the  first  line  of  position  in  latitude  34°  58'  30"  N..  and 
longitude  68°  58'  15"  W.,  which  is  the  position  of  the  ship  at  that 
time.  The  second  line  of  position  is  N.  and  S.  The  sun's 
azimuth  is  at  right  angle  to  that  line  or  90°  different,  which  is 
N.  90°  E. 

1 6.  EXAMPLE:  Find  the  course  and  distance  from  a  point  in 
latitude  38°  10'  N.,  and  longitude  72°  20'  W.  to  Sandy  Hook 
Lightship  in  latitude  40°  28'  15"  N.,  and  longitude  73°  50'  09*  W. 

Lat.  ship  38°  iof  oo"  N.  M.  P.  table  3  2466'.  8 

44     S.  H.  L.  S.     40   28   15   N.  M.  P.      "     3  2644.5 

Diff.  lat.  '  ~2    18  *5   N.  Her.  diff.  lat.    177.7  N. 

Long,  ship  72°  20'  oo"  W. 

•'      S.  H.  L.  S.  73    50  09   W. 
Diff.  long.  i    30  09   W. 

Mer.  diff.  lat.  177', 7  N.  )  ...       0  __T 

__ „  .  ,  «r  f  =  Course  N.  27°  W. 

Diff.  long,  i   30  09  =  90  .1  W.  ) 

Proper  diff.  lat.  2°  18'  15"  =  138'. 2  =  dist.  155  miles. 

41,  21.  EXAMPLE:  December  8,  1902.  The  observed  ampli- 
tude of  the  sun's  centre  at  rising  was  E.  23°  oo'  S.  Local 
apparent  time  6h  37™  A.  M.  Latitude  by  account  21°  31'  N.,  and 
longitude  by  account  69°  50'  W.  Ship's  head  N.  N.  W.  Variation 
i°  W.  Find  the  deviation  of  the  compass. 
L.  A.  T.  6/l  37m  oos  A.  M.  Dec.  N:  A.  22°  39'  25".  9  S 

Long.  69^  50'  W.  =  +4    39    20  Cor.         — n  .5 

G.  A.  T.  ii    1 6    20  A.  M.        Cor.  dec.     -vz   39  14  .4 

12    oo    oo 

TimefromG.A.  noon    43    40  rf.  D.  dec.  N.  A.      16^.49 

X    ofe.7 
Cor.  ii'.s  =ii*.543 


85 


Lat.      21°  31'  N.  Log.  sec. 

Dec.      22   39  S.  **      sin. 

True  amp.  E.  24°  27'  S.  =  Sin. 

Com.     "      E.  23  18  S. 

Com.  error        i  09  E. 

Var.  (chart)  -M  oo  W. 

Deviation         2  09  E. 


.  table  44 
I 

9.61694        "     44 

Obs.  amp.  E.        23°  oo'  S. 

Cor.  table  40     4- i^ 

Com.  amp.  E.       23    1 8  S. 


41,  21.  EXAMPLE:  March  26.  1902.  The  observed  amplitude 
of  the  sun's  center  at  setting  was  W.  5°  30'  S.  Local  apparent 
time  $h  $6m  P.  M.  Latitude  by  account  14°  52'  N.,  and  longitude 
by  account  76°  30'  W.  Variation  3°  E.  Find  the  deviation  of 
the  compass. 


L.  A.  T.  5^  56™  P.  M. 

Long.  76°  30'  W.  =  +  5   06 

G.  A.  T.  ii   02    P.  M. 


Dec.  N.  A.     i°  57'  oo".o  N. 
Cor.  -+•      10  47  .6 

Cor.  dec.          2  07  47  .6 

H.  D.  dec.  N.  A.     58"  .87 
G.  A.  T.  X        nft 


5887 
5887 
Cor.  10'  47*. 6         =647". 57 


'.Lat.       14°  52'  N. 

Dec.        2  08  N. 

True  amp,  W.  2°  12'  N.=  Sin. 

Com.     "      W.  5   42  S, 

Com.  error        7   54  E, 

Var.  (chart)  —  3  oo  E, 

Deviation         4  54  E. 


Log.  sec.     .01479  )tabl 

"     sin.   8.57084  j 
;Sin.  8.58563         "    44. 


8.58563 

Obs.  amp. 
Cor.  table  40 
Com.  amp. 


W.  5°  30'  S. 
+  12 

W.  5  42  S. 


67,    35.     EXAMPLE:  Find  the  length  of  a  knot  for  a  14*,  28*, 
and  3os  glass. 


86 

For  i4s  glass. 
Log.  6080  ft.  3.78390 


4.93003 

3600*  —3-55630 

length  of  knot  23.64  ft.  =1.37373 


For  28s  glass. 

Log.  6080  ft.  3.78390 

"     28s  +1.44716 

5.23106 

J<     3600*  —3.55630 

"     length  of  knot  47.29  ft.  =1.67476 


For  30s  glass. 

Log.  6080  ft.  3*78390 

"     30<S  +1.47712 

5.26102 

14     3600*  — 3*55630 

41      length  of  knot  50.66  ft.   =1.70472 

All  these  logarithms  are  from  table  42- 


EXAMPLE:  January  20,  1902.  The  observed  altitude  of  the 
sun's  lower  limb  was  12°  15'.  Local  apparent  time  3^  59™  P.  M. 
Latitude  by  account  31°  36'  N.,  and  longitude  by  account 
77°  20'  W.  The  sun's  azimuth  by  compass  N.  122°  oo'  W.  Ship's 
head  N.  32°  E.  Height  of  eye  40  feet.  Variation  i°  W.  Index 
correction  — 3'  40*.  Find  the  deviation  of  the  compass. 

L.  A.  T.  3^  59m  oos  P.M.     Dec.  N.  A.  20°  15'  28". 5  S 

Long.  77°  20'  W.  =  +  5   09    20  Cor.          —         4  50  .4 

G.  A.  T.  9  08    20  P.M.     Cor.  dec.     20    10  38  .1 

90   oo  oo  .o 
Pol.  dist.    no   10  3&Tx 


87 


Obs.  alt.  L.  L. 
I.  C. 

Semi-diam.  N.  A. 
Dip,  table  14 
Ref.  table  20 

Par.  table  16 
True  alt. 


12°  15'  oo" 

—  3  4Q 

12     II    20 

+        16  16 

12     27    36' 

—  6    12 
12     21    24 

—  4  20 

12     17    04 

-t- 09 

12     17    13 


H.  D.  dec.  IS 
G.  M.  T. 


Cor.  4r5o".4 


X  j£.l 

3*91 

^28710 
^.290".  381 


P.  D.    110°  iof  38" 
Lat.-      31    36  oo 


Alt. 


12    17  13 


i     2)154  Q3  5i 

|  sum     77  01   55 

P.  D.    no  10  38 

Diff.       33  08  43 


true  az. 


61°  38' 
X         2 


Log.  secant       .06970 
"      secant       .01006 


cosine      9.35099 


=  Cosine 


cosine      9.92285  , 
2)19-35360 
9.67680 


True  az.  N.  123  16  W. 
Com.  '•  N.  122  oo  W. 
Com.  error  i  16  W. 
Var.  (chart)—  i  oo  W. 
Dev.  ~~i6  W. 


EXAMPLE:  August  10,  1902.  The  observed  altitude  of  the  sun's 
lower  limb  was  43°  50'  30".  Local  apparent  time  %h  45™  oo8  A.  M. 
Latitude  by  account  23°  45'  N.,  and  longitude  by  account  83°  30'  W. 
The  sun's  azimuth  by  compass  was  N.  94°  30'  E.  Ship's  head 
S.  64°  W.  Height  of  eye  35  feet.  Variation  3°  E.  Find  the 
deviation  of  the  compass  and  the  true  course. 


L.  A.  T. 

Long.  83°  30'  W. 


G.  A.  T. 


=  +5   34 
14   19 

— 12    OO 


L  M.        Dec.  N.  A.    15°  46'  32".  x  N. 
Cor.  —       i  39  -9 

Cor.  dec. 


2   19    P.  M.        Pol.  dist. 


15  44  52  .2 
90  oo  oo  .o 
74  15  07  .8 


Obs.  alt.  L.  L. 
Semi-diam.  N.  A. 

Dip,  table  14 
Ref.  table  20 

Par. 
True  alt. 

43°  5or  30" 

4-       15  48 

44  06  18 
-        5  48 

44  oo  30 

—           I    00 

43   59  3° 
43  59  37 

H.  D.  dec.  N.  A.     43". 44 

G.  A.  T.  2h  i9w=X   2^.3 

13032 

8688 


Cor.  i'  39ff.g         =99.912 


P.  D.      74°  15'  08* 

Lat.        23  45  oo 

Log.  secant       .03843' 

Alt.         43    59  37 

"    secant        .14307 

2)141    59  45 

|  sum     70   59  52 

"    cosine      9.51264 

P.  D.      74   15  08 

Diff.         3   15  16 

'*    cosine      9.99930. 

2)19.69344 

1  true  az.          45*  22' 

=  Cosine              9.84672 

X            2 

True  az.      N.  90  44  E. 

Com,  ••        N.  94  30  E. 

Com.  error         3  46  W. 

Var.  (chart)    +3  oo  E. 

Dev.  6  46  W. 


table  44 


table  44 


Com.  course    S.  64°  oo'  W. 
•'     error          —3  46  W. 
True  course     S.  60   14  W. 


EXAMPLE:  October  27,  1902,  A.  M.  The  observed  altitude  of 
the  star  Regulus  was  27°  53'  40"  E.  Time  by  chronometer  was 
7^  52™  ios  A.  M.,  and  fast  2m  O4S.  Latitude  by  account  26°  12'  N. 
Index  correction  —2'  30".  Height  of  eye  30  feet.  Find  the 
longitude. 


Obs.  alt. 

I.  C.  - 

2 

Dip,  table  14  — _ 

27  45  48 

Ref.  table  20  —  i   50 

True  alt.             27  43  58 


27° .53'  4o"    Chro.  7*  $2™  ios  A.  M.  \ 

- 2j|o.    Fast.  2    04  -ivilT. 

G.  M.  T.     7    50    06  A.  M. 


51   10 
5  22 


7    5° 

-f-I2     OO 


Oct' 


oo 


G.  M.  T.    19    50    06  Ast.  timeOct.26 


Sid.  time  N.  A.  Oct.  26  14^  15™  42s 
Cor.  for  19^  50™  tab.  9+         3     15 
Cor.  sid.  time     .  14    18  57 


Dec.  N.  A.  12°  26'  47" 

Cor.  for  10  months  —  15 

Cor.  dec.  12    26  32 

90  oo  oo 
Pol.  dist.  77   33  28 


Alt.    27°  43'  58* 

Lat.   26  12  oo 

P.  D.   77  33  28 

2)131  29  26 

t  sum  65  44  43 

Alt.  -27  43  58 

Rem.  38  oo  45 


Tab.  cor. 
Star's  H.  A. 


Log. 


secant       .04708 * 
cosecant    .01032 

cosine      9.61362 


>.  table  44 


2om  oo»  =  Sine 
01 


4  20  01   E. 

"     R.  A.,  N.  A.  10  03  09 

R.  A.  M.          4-  24^  5  43  08 

Cor.  sid.  T.           — 14  18  57 

L.  M.  T.  (ast.)         "15  24  ii 

G.  M.  T.  (ast.)          19  50  06 

Long.                         4  25  55 


sine          9.78946  J 
2)19.46048 

9.73024     table  44 


4h  =  60° 
25™  =    6   15' 

55s   =         13  45" 
Long.      66   28  45   W 


90 


EXAMPLE:  March  30,  1902,  P.  M.  The  observed  altitude  of 
the  star  Rigel  was  28°  15'  50"  W.  Time  by  chronometer  was 
13'*,  O6»i  £O.s^  an(j  glow  2m  io<s.  Latitude  by  account  17°  10'  N. 
Index  correction  +3'  oo".  Height  of  eye  40  feet.  Find  the 
longitude. 

Chro.       i$h  o6m  50s  Ast.  time 
Slow       4-       2    10 
G.  M.  T.  13  09    oo     " 


Dec.  N.  A.         8°  18'  53"  S. 

4-90  oo  oo 
Pol.  dist.          98   18  53 


Obs.  alt. 
I.  C. 

Dip,  table  14 

Ref.  table  20 
True  alt. 

Sid.  time  N.  A. 
Cor.  for  13^09™ 
Cor.  sid.  time 

28°  15'  50' 
4-         3  oo 

28    18   50 

—            6    12 

28     12    38 

-         I  49 

28    10  49 

Oh  2  7™  45s 
table  94-       2    10 

o   29    55 

Alt.         28°  10'  49" 

Lat.        17  10  oo 

P.  D.      98  1  8  53 

2)J43  39  42 

£  sum      71  49  51 

28  10  49 

Rem.      43  39  02 


Log.  secant        .01979 

"  cosecant    .00459 

;  cosine      9.49392  j 

"  sine          9.83901  ) 


le 


Star's  H.  A.  3h  48moo-s  W.  -  sine     9.67865     table  44 

R.  A.,  N.  A.  5   09   50 


R.  A.  M. 
Cor.  sid.  T. 
L.  M.  T.  (ast.) 
G.  M.  T.  (ast.) 
Long. 


8  57  50 

—  29  55 

8  27  55 

13  09  oo 

4  41  05  W. 


4h        =  6o° 
4im      =  IO   r5' 

5s       =          *    *5" 
Long.      70   16   15 


91 


EXAMPLE:  April  i,  1902,  P.M.  The  observed  meridian  altitude 
of  the  star  Procyon  was  49°  58'  15"  S.  Index  correction  —  2'  30" 
Height  of  eye  40  feet.  Find  the  latitude. 


Star's  R.  A.,  N.  A.  7^  34™  ios 

Sun's  R.  A.,  N.  A.  —       39    49 

L.  A.  T.  star's  mer.  pass.    6     54    21  P.  M. 


Obs.  alt.  49°  58'  15"  S. 

I.  C.  2  30 

49  55  45 

Dip,  table  14  —  6  12 

49  49  33 

Ref.  table  20  —  49 

True  alt.      49  48  44 

90  oo  oo 

Zen.  dist.      40  n  16  N. 

Dec.  N.  A.      5  28  34  N. 

Lat.         45  39  50  N. 


EXAMPLE  :  February  15,  1902,  P.M.  The  observed  meridian 
altitude  of  the  star  Sirius  was  34°  40'  30"  S.  Index  correction 
H-  2'  20".  Height  of  eye  35  feet.  Find  the  latitude. 


Star's  R.  A.,  N.  A.  6h  40™  so8 

+  24   oo    oo 

30  40   50 
Sun's  R.v  A.,  N.  A.          —  21    52    38 


L.  A.  T.  star's  mer.  pass.     8    48    12  P.  M. 


Obs.  alt.  34°  40'  30"  S. 

L  C.  4-2  20 

34  42  50 

Dip.  table  14  —    5  48 

34  37  02 

Ref.  table  20  —    i  24 


True  alt.      34  35  38 

90  oo  oo 

Zen.  dist.      55  24  22  N. 

Dec.  N.  A.   —  16  34  54  S. 

Lat.         38  49  28  N. 


RULES 
INSTRUCTIONS 

AND 

OTHER  USEFUL  INFORMATION 

FOR 

APPLICANTS  FOR  LICENSE 


94 


How  to  Obtain  a  License. 

First,  go  to  the  United  States  Local  Inspectors  of  steam 
vessels,  obtain  a  blank  application  and  an  order  to  the 
Marine  Hospital  Surgeon,  who  will  examine  the  eyes. 
Then  fill  in  the  application  with  the  experience,  stating 
the  name  and  gross  tonnage  of  each  vessel,  the  capacity 
served  in  and  period  of  service. 

The  application  must  be  signed  by  persons  holding  a 
certificate  of  a  grade  not  lower  than  that  for  which  the 
application  calls.  Or  it  may  be  signed  by  owners  or 
agents  of  vessels  in  which  the  applicant  has  served.  The 
signers  must  be  of  good  reputation  and  have  a  personal 
knowledge  of  the  correctness  of  the  statements  set  forth 
in  the  application.  Three  signers  are  required. 

The  statements  set  forth  in  the  application  must  be  sup- 
ported by  letters  .or  discharges  from  the  masters,  owners 
or  agents  of  the  vessels  in  which  the  applicant  has  served. 

Notice. 

AN  ACT  To  amend  section  forty-four  hundred  and  forty- 
five,  of  title  fifty-two,  of  the  Revised  Statutes  of  the 
United  States  relating  to  the  licensing  of  officers  of 
steam  vessels. 

Be  it  enacted  by  the  Senate  and  House  of  Representa- 
tives of  the  United  States  of  America  in  Congress  as- 
sembled, That  section  forty-four  hundred  and  forty-five, 
of  title  fifty-two,  of  the  Revised  Statutes,  be,  and  is  here- 
by, amended  by  adding  thereto  the  following  paragraphs ;: 
"Every  applicant  for  license  as  either  master,  mate, 
pilot,  or  engineer  under  the  provisions  of  this  title  shall 


95 


make  and  subscribe  to  an  oath  or  affirmation,  before  one 
of  the  inspectors  referred  to  in  this  title,  to  the  truth  of 
all  the  statements  set  forth  in  his  application  for  such 
license. 

"Any  person  who  shall  make  or  subscribe  to  any  oath 
or  affirmation  authorized  in  this  title  and  knowing  the 
same  to  be  false  shall  be  deemed  guilty  of  perjury. 

"Every  licensed  master,  mate,  pilot,  or  engineer  who 
shall  change,  by  addition,  interpolation,  or  erasure1  of  any 
kind,  any  certificate  or  license  issued  by  any  inspector  or 
inspectors  referred  to  in  this  title  shall,  for  every  such 
offense,  upon  conviction,  be  punished  by  a  fine  of  not  more 
than  five  hundred  dollars  or  by  imprisonment  at  hard 
labor  for  a  term  not  exceeding  three  years." 

SEC.  2.     That  this  Act  shall  take  effect  immediately. 

Approved,  March  23.  1900. 


96 


Articles  Required. 

When  an  applicant  presents  himself  for  examination, 
it  is  important  that  he  have  the  following  articles  with 
him : 

One  rubber  eraser,  one  end  for  pencil  and  the  other 
for  ink. 

One  sharp  pocket  knife  to  be  used  as  an  eraser  and  for 
sharpening  lead  pencils. 

One  set  of  azimuth  tables,  from  60°  south  to  60°  north, 
to  be  used  in  finding  the  true  azimuth  and  amplitude. 

Any  epitome  of  navigation  that  the  applicant  may  wish. 

One  small  ruler  for  constructing  traverse  tables,  etc. 

One  of  Cap.  Pugsley's  Course  Correctors. 

Three  or  four  lead  pencils,  and  pens. 

Letters  of  Service. 

The  law  requires  that  the  U.'  S.  Local  Inspectors  shall 
have  proper  written  evidence  supporting  the  statements 
set  forth  in  an  application  for  a  license. 

Most  letters  of  recommendation  are  given  with  good 
intention  and  a  desire  that  they  may  be  of  value  to  the 
person  to  whom  they  are  given.  Strange  as  it  may  seem, 
many  letters  which  are  very  strong  recommendations, 
prove  to  be  absolutely  worthless  when  put  before  the 
U.  S.  Local  Inspectors  as  evidence  to  support  some  state- 
ment made  in  an  application. 

As  such  letters  so  frequently  inconvenience  the  appli- 
cant and  annoy  the  U.'S.  Local  Inspectors,  the  following 
form  is  suggested. 


97 


A  Proper  Letter. 

New  York,  Jan.  7,  1904. 
To  whom  it  may  concern : — 

This  is  to  certify  that  Mr.  John  Jones  has  been 
mate  in  the  bark  Pole  Star  from  July  6,  1903,  to  the 
above  date  and  during  that  time  he  proved  to  be  a  sober, 
honest,  capable  and  reliable  officer,  and  I  recommend  him 

as  such. 

JOHN  BROWN, 

Master  bark  Pole  Star. 
A  Worthless  Letter. 

New  York,  Jan.  7,  1904. 
To  whom  it  may  concern : — 

This  is  to  certify  that  Mr.  John  Jones  has  been 
mate  with  me  for  six  months  and  I  have  always  found 
him  to  be  sober,  honest  and  reliable  in  all  his  dealings. 

JOHN  BROWN, 

Master  bark  Pole  Star. 

The  above  style  of  letter  reads  very  well,  but  is  worth- 
less when  presented  to  the  U.  S.  Local  Inspectors  because 
the  time  of  service,  name  of  the  ship  and  qualifications  as 
a  seaman  are  not  mentioned. 

The  service  given  in  the  application  for  license  as  mas- 
ter of  ocean  going  steamers,  entitles  the  applicant  to  the 
license  as  master  of  both  steam  and  sailing  ships. 

The  service  given  in  the  application  for  license  as  mas- 
ter of  sail  vessels  entitle  the  applicant  to  license  as  chief 
mate  of  steam  ships. 

The  figures  in  brackets  after  the  name  of  each  vessel 
indicates  her  gross  tonnage. 


38 

Form  2134. 


APPLICATION  FOR  LICENSE  AS  MASTER  (Lakes  and  Seaboard.) 


New  York,  N.  Y. 


Dec.  9th, 


Uo  tbe  TIL  S,  Inspectors  of  Steamboats  : 

I,  -  John  Martin,  -  [if  native],  being  over  21  years  of  age,  having  been 
born  at  -  Boston>  --  ,  State  nf  Mass.  _  f  in  the  year  l8  74t 

-[if  foreign  born],  born  at_ 


,  in  the  year  18      ;  was  naturalized  in  the_ 


Court  of  -  ,  in  the  State  of  _  ,  on  the 

day  nf         _  ,  i          ,  and  am  now  a  resident  of   New  York      jn  {.jie 

State  of  -  New_York  - 

I  HEREBY  respectfully  apply  for  LICENSE  as  _  Master  of  ocean-going 
steamers  lor  the  waters  of  any  ocean  _  ^  and  submit  the  following 
statement  of  my  experience,  and  testimonials  of  character  and  qualifications- 
Ship  Jaccb  (1450)  mate,  Jan.  6/96  to  Mar.  9  97.  Bark  Ajax  (940  mate. 
March  24/97  to  Pec.  8/97  and  master.  Dec.  9/97  to  ^May  16/99. 


Daylight  (340)  master,  May  20/99  to  June  12/1901.  Schr.  Isabella  (320) 
master  June  30/1901  to  July  17/1902.  Brig  Minerva  (316)  master,  July  2Q/ 
1902  to  the  above  date.  _ 

And  I  further  say  that  I  have  not  made  application  to  the  Inspectors  of 
any  other  District  and  been  rejected  within  twelve  months  of  the  date  of 
this  application. 

Sworn  to  before  me  this  -  )  *         John  Martin,  _  _ 


day  of ,190    . )  154  Broad  St.    (City  or  Town.) 

Statonf       New  York  City.        . 


_,  Inspector. 


WE,  THE  UNDERSIGNED,  DO  CERTIFY,  from  personal  knowleocre  of  the 

above  named John  Martin ^  tnat  ^e  is  a  person  of  temperate  habits 

and  of  good  character,  and  recommend  him  as  a  suitable  person  to  be 
entrusted  with  the  duties  of  the  station,  as  above,  for  which  he  makes 
application. 

John  Thomas,  owner  Schr.  Daylight. 

David  Jones,  master  s/ s  Juno. 

Wm.  Brown  &  Son,  Ship  Brokers. 


NOTICE.-  Applicants  for  license  will  pay  particular  attention  to  the  following  requirements  when  filling  up 

this  application. 
.    First. — State  character  and  grade  of  license  asked  for. 

Second. — Date  of  application. 

Third.—  Character  and  grade  of  license  (if  pilot,  state  route). 

Fourth. — In  stating  experience,  give  names  «*'  vessels,  length  of  tisrse,  and  in  '.vhat  capacity  employed. 

Fifth.— Sign  application  with  full  name. 

Sixth.— In  be  signed  only  by  persons  having  full  personal  knowledge  of  the  facts  set  forth. 
fcjlTLncal  Inspectors  must  insist'tliat  all  the  required  details  in  regard  to  nativity  and  citizenship  are  filled 
out  before  acting  on  this  application. 

*The  attention  ot  applicant  is  called  to  the  Act  of  Congress  approved  on  March  23,  1900,  making  it 
perjury  to  swear  falsely  to  any  statement  set  forth  by  him  in  thi;  anplication,  mmishable  by  fine  or 
imprisonment.  2—749 


99 


Form  2124  O. 

AT  INSPECTION  SERVICE. 


Application  for  License  as 
Master  or  Chief  Mate  of  Sail  Vessels  of  over  700  Gross  Tons, 


New  York, 


Pec-  9th» ,  1 902, 

T»  tne  U.  S.  Local  Inspectors  of  Steam  Vessels^ 
port  . New  York. 

GENTLEMEN  :  I, James  Brown, ?  hereby  respectfully  apply  for 

LICENSE  as Master of  ga^  Vessels  of  over  700  gross  tons. 

I  am  a Native citizen  of  the  United  States,  over  21  years  of  age, 

(Native  or  naturalized.)  . .  . .          _. 

having  been  born  in  the  year  1874  ,  at    New  York      in New  York (if 

(State  or  Country.) 

foreign  born),  was  naturalized  in  the Court  at , 

in  the  State  of ,  on  the ,  i        ,  am  now  a  resident 

of New  York ^  in  the  state  of New  York .  and  submit  the  following 

statement  of  my  experience  and  testimonials  of  character  and  qualifications: 
park  Thomas  (840)  mate,  June  1/96  to  May  4/97.  Brig  Eva  (384)  mate, 
May  20/97  to  Dec.  16/97.  Schr.  North  Wind  (318)  mate.  Dec.  19/97  to  Nov. 
3/98.  Schr.  Pole  Star  (335)  mate.  Nov.  20/98  to  July  17/99.  5chr.  David 
jones  (315)  mate,  Aug.  2/99  to  Jan.  14/1902.  Schr.  Red  Wing  (368)  mate, 
Jan.  26/1902  to  Dec.  5/1902. 


And  I  further  say  that  I  have  not  made  application  to  the  Inspector  of 
^ny  other  District  and  been  rejected  within  twelve  months  of  the  date  of 
this  application. 

.    ,    ,.  ...  )  James  Brown, 

Sworn  to  before  me  this— 


-\ 


day  of ,  i       (  987  Fulton  St.    (city  or  Town.) 

State  »f    New  York  citv- 


_,  Inspector. 


WE,  THE  UNDERSIGNED,  DO  CERTIFY,  from  personal  knowledge  of  the 

above-named James  Brown ^  that  he  is  a  person  of  temperate  habits 

and  of  good  character,  and  recommend  him  as  a  suitable  person  to  be 
entrusted  with  the  duties  of  the  station,  as  above,  for  which  he  makes 
application. 

John  Miller,  Agt.  Brig  Eva. 

George  Jones,  Master  Schr.  Etta. 


Sam.  Samson's  Sons,  Agts.  Schr.  Red  Wing. 

NOTICE.— Applicants  for  license  will  pay  particular  attention  to  the  following  requirements  whem  filling 
up  this  application  : 

First.—  State  place  and  date  of  application. 

Sectmd.—  State  class  of  license. 

Third. — In  stating  experience,  give  names  of  vessels,  length  of  time,  and  in  what  capacity  employed. 

Fourth..— Sign  application  with  full  name. 

Fifth.— To  be  signed  only  by  persons  having:  full  personal  knowledge  of  the 
facts  set  forth. 

Local  Inspectors  must  insist  that  all  the  required  details  in  regard  to  nativity  and  citizenship  'are 
tiled  out  before  acting  on  this  application.  2—4033. 


100 


3,  3.    Latitude  by  Meridian  Altitude  of  the  Sun. 

An  altitude  of  the  sun  is  observed  when  on  the  meridian 
and  to  it  apply  the  instrumental  error  or  index  correction 
according  to  the  sign  —  or  -{-.  Take  from  page  I  of  the 
Nautical  Almanac,  the  semi-diameter  for  the  day  and  add 
it  to  the  altitude  if  the  lower  limb  was  observed ;  but  sub- 
tract it  if  the  upper  limb.  From  Table  14  take  the  dip 
corresponding  to  the  height  of  the  eye  above  the  level  of 
the  sea  and  subtract  it  from  the  altitude.  Corresponding 
to  this  altitude,  the  refraction  will  be  found  in  Table  20 
and  must  be  subtracted  from  the  altitude.  With  this  alti- 
tude, enter  Table  16  and  take  out  the  parallax  which  is 
additive  to  the  altitude.  The  result  of  applying  these 
corrections  will  be  the  true  altitude  of  the  sun's  centre. 

Subtract  the  true  altitude  of  the  sun's  centre  from 
90°  and  the  result  will  be  the  zenith  distance,  and  is 
named  contrary  to  the  sun's  bearing  at  the  time  of  obser- 
vation. That  is,  if  the  sun  bore  south  when  observed,  the 
zenith  distance  would  be  north.  On  the  other  hand,  if. 
.  the  sun  bore  north  the  zenith  distance  would  be  south. 

Turn  the  longitude  by  account  into  time  by  Table  7. 
The  minutes  of  time  are  reduced  to  a  decimal  by  dividing 
them  by  six,  because  six  is  a  tenth  of  sixty,  there  being 
sixty  minutes  in  an  hour. 

From  page  I  of  the  Nautical  Almanac,  take  the  sun's 
declination  and  multiply  the  hourly  difference  by  the 
longitude  in  time,  and  apply  the  product  to  the  declina- 
tion by  the  following  rule  : 

In  west  longitude,  declination  increasing,  add ;  decreas- 


101 


ing,  subtract.  In  east  longitude,  declination  increasing, 
subtract ;  decreasing,  add. 

The  result  will  be  the  correct  declination  and  the  lati- 
tude is  found  and  named  as  follows : 

If  the  zenith  distance  and  declination  are  of  same 
name,  add  them  together,  and  the  result  will  be  the  lati- 
tude. If  zenith  distance  and  declination  are  of  different 
name,  subtract  the  lesser  from  the  greater  and  the  remain- 
der will  be  the  latitude,  which  takes  the  name  of  the 
greater. 

The  method  known  as  89°  48'  will  not  be  accepted  by 
the  examiner,  and  no  attempt  should  be  made  to  use  it, 
as  by  it  the  correct  result  cannot  be  obtained  except  ap- 
proximately so,  under  certain  conditions — that  is,  when 
the  zenith  distance  is  small  and  the  dip  from  twelve  to 
fifteen  feet.  When  the  altitude  is  low  and  the  dip  from 
thirty  to  forty  feet  or  more,  the  error  of  the  method  will 
be  several  miles. 

By  using  the  89°  48'  method  in  working  the  second 
example  on  page  25,  a  difference  of  about  four  miles  will 
be  found. 


102 


4.    Latitude  by  Ex-Meridian  Altitude  of  the  Sun. 

An  altitude  of  the  sun  is  observed  as  near  noon  as  pos- 
sible and  the  time  noted  by  chronometer.  Correct  the 
altitude  and  turn  the  longitude  by  account  into  time  as 
explained  in  LATITUDE  by  MERIDIAN  ALTITUDE  of  the 
SUN,  on  page  65,  and  to  the  time  noted  by  the  chro- 
nometer, apply  the  rate,  and  the  result  will  be  the  Green- 
wich Mean  Time. 

From  page  II  of  the  Nautical  Almanac,  take  the  sun's 
declination  and  hourly  difference.  If  the  Greenwich  mean 
time  is  P.  M.,  multiply  the  hourly  difference  by  it,  and  the 
product  will  be  the  correction  to  be  added  to  the  declina- 
tion if  increasing;  and  subtracted  if  decreasing. 

If  the  Greenwich  mean  time  is  A.  M.,  it  must  be  sub- 
tracted from  twelve  hours,  which  will  give  the  time  from 
Greenwich  noon,  and  with  it  multiply  the  hourly  differ- 
ence, and  the  product  will  be  the  correction  to  be  sub- 
tracted from  the  declination,  if  increasing,  and  added  if 
decreasing ;  and  the  result  will  be  the  correct  declination. 

Correct  the  equation  of  time  by  the  same  method  used 
in  correcting  the  declination. 

Apply  the  corrected  equation  of  time  to  the  Greenwich 
mean  time  as  directed  on  page  II  of  the  Nautical  Almanac, 
and  the  result  will  be  the  Greenwich  apparent  time.  To 
this  time  add  the  longitude  by  account  in  time  if  east. 
If  the  longitude  is  west,  subtract  it  from  the  Greenwich 
apparent  time,  and  the  result  will  be  the  local  apparent 
time.  If  the  local  apparent  time  is  more  than  twelve 
hours,  subtract  twelve  hours  from  it.  If  less  than  twelve 


103 


hours,  subtract  it  from  twelve  hours,  and  the  result  will 
be  the  hour  angle. 

The  remainder  of  this  calculation  may  be  performed 
as  explained  on  page  9,  or  the  more  simple  and  convenient 
method  by  which  Tables  26  and  27  are  used,  may.be  taken. 
It  is  as  follows : 

Having  the  true  altitude,  corrected  declination  and  hour 
angle,  the  reduction  is  required. 

The  first  part  of  Table  26  is  to  be  used  when  the  lati- 
tude by  account  and  declination  are  of  different  names. 
The  second  part  is  to  be  used  when  these  two  elements 
are  of  same  name. 

Enter  Table  26  with  the  declination  at  the  top  of  the 
page  and  the  latitude  at  the  side.  Take  out  the  number 
found  under  the  declination  and  opposite  the  latitude  by 
account.  Multiply  this  number  by  the  number  from 
Table  27  corresponding  to  the  hour  angle.  The  result 
will  be  the  reduction  in  seconds  (") which  is  added  to  the 
true  altitude,  and  the  result  will  be  the  meridian  altitude. 
Find  the  latitude  now  the  same  as  explained  in  LATITUDE 
by  MERIDIAN  ALTITUDE  of  the  SUN,  on  page  65. 

In  practice,  if  the  latitude  found  does  not  agree  with  the 
latitude  by  account,  another  latitude  is  assumed  nearer 
that  found  by  calculation.  The  work  may  thus  be  re- 
peated until  the  latitude  by  account  and  thai  L~  calculation 
agree  nearly,  and  may  then  be  relied  on  a*  very  nearly 
the  correct  latitude. 


104 


S.    Latitude  by  Meridian  Altitude  of  the  Moon. 

Before  attempting  to  perform  this  calculation,  or  find- 
ing the  latitude  by  an  altitude  of  the  Pole  Star,  it  is  ab- 
solutely necessary  that  the  applicant  should  have  a 
thorough  understanding  of  the  meaning  'of  astronomical 
time. 

Astronomical  time  is  nothing  more  or  less  than  the 
number  of  hours,  etc.,  past  the  last  noon.  If  the  civil  time 
is  A.  M.,  the  astronomical  date  will  be  one  day  less  than 
the  civil  date. 

If  the  civil  time  is  P.  M.,  the  astronomical  and  civil 
dates  are  the  same. 

To  turn  civil  time  into  astronomical  time  the  rule  is  as 
follows : 

If  the  civil  time  is  A.  M.,  add  twelve  hours  to  it  and  put 
the  date  back  one  day. 

If  the  civil  time  is  P.  M.,  it  is  the  astronomical  time 
and  date  as  it  stands. 

The  Observation. 

From  page  IV  of  the  Nautical  Almanac,  take  the  time 
of  the  moon's  meridian  passage  at  Greenwich  for  the  civil 
date  if  the  Greenwich  time  is  P.  M.  If  the  Greenwich 
time  is  A.  M.,  take  it  out  for  the  preceding  date.  Mul- 
tiply the  hourly  difference  by  the  longitude  in  time,  and 
in  west  longitude  add  the  product,  and  in  east  longitude 
subtract  it  from  the  time  of  the  meridian  passage  at 
Greenwich,  and  the  result  will  be  the  local  mean  time  of 
the  meridian  passage  in  the  longitude  used.  The  Green- 


105 


wich  mean  time  of  the  passage  in  that  longitude  is  found 
by  adding  the  longitude  in  time,  if  west,  and  subtracting 
it  if  east,  from  the  local  mean  time  of  the  moon's  meridian 
passage.  This  Greenwich  mean  time  is  used  for  correct- 
ing the  declination,  and  also  as  a  guide  to  which  columns 
to  take  the  semi-diameter  and  horizontal  parallax  from. 

The  altitude  is  observed  when  the  body  is  on  the  merid- 
ian, and  to  it  the  instrumental  error,  semi-diameter  and 
dip  are  applied.  The  result  will  be  the  apparent  altitude. 
The  semi-diameter  and  horizontal  parallax  are  found 
on  page  IV  of  the  Nautical  Almanac,  and  must  be  taken 
from  the  column  the  Greenwich  time  of  observation  is 
nearest  to — noon  or  midnight. 

Enter  Table  24  with  the  horizontal  parallax  at  the  top 
of  the  page  and  the  apparent  altitude  at  the  side.  Under 
the  parallax  and  opposite  the  altitude  will  be  found  a  cor- 
rection for  the  parallax  in  altitude,  including  the  refrac- 
tion and  is  always  added  to  the  apparent  altitude.  The 
result  will  be  the  true  altitude,  which  is  subtracted  from 
ninety  degrees  to  obtain  the  zenith  distance. 

From  the  Nautical  Almanac,  take  the  declination  out 
for  the  Greenwich  astronomical  date  and  hour.  Multiply 
the  minute  difference  by  the  odd  minutes  of  time,  and  the 
product  will  be  the  correction  for  the  declination.  If  the 
declination  is  increasing  add  it,  and  if  decreasing  subtract 
it  from  the  declination. 

If  the  zenith  distance  and  declination  are  of  same  name, 
add  them  together  and  the  result  will  be  the  latitude. 

If  the  zenith  distance  and  declination  are  of  different 
name,  subtract  the  lesser  from  the  greater,  and  the  re- 


106 


inainder  will  be  the  latitude,  and  takes  the  name  of  the 
greater. 

There  are  small  corrections  for  the  semi-diameter  and 
parallax;  but  as  their  value  is  very  small,  unimportant 
and  the  examiner  not  requiring  that  they  be  used,  they  an 
not  considered  in  this  work, 


107 


6,  4.    Latitude  by  Altitude  of  the  Polar  Star. 

The  altitude  may  be  observed  at  any  time  and  must  be 
corrected  for  instrumental  error,  dip  and  refraction. 
Semi-diameter  and  parallax  are  not  applied  to  the  altitude 
of  any  star  because  they  are  too  small  for  consideration. 

To  the  local  mean  time  expressed  astronomically,  add 
the  longitude  by  account  in  time  if  west ;  but  subtract  it 
if  east,  and  the  result  will  be  the  Greenwich  astronomical 
mean  time. 

Take  the  sidereal  time  from  page  II  of  the  Nautical 
Almanac  for  the  astronomical  date. 

Add  together  the  local  mean  time,  sidereal  time  from 
page  II  of  the  Nautical  Almanac,  and  the  correction  from 
Table  9  corresponding  to  the  Greenwich  astronomical 
mean  time.  The  sum  will  be  the  local  sidereal  time,  and  if 
it  exceeds  twenty-four  hours,  subtract  twenty-four  hours 
from  it. 

Take  from  page  248  of  the  Nautical  Almanac  the 
star's  right  ascension,  and  subtract  it  from  the  local  side- 
real time,  and  the  remainder  will  be  the  star's  hour  angle. 
Turn  this  hour  angle  into  degrees,  the  same  as  time  is 
turned  into  longitude. 

Take  from  page  248  of  the  Nautical  Almanac  the 
star's  declination  and  subtract  it  from  ninety  degrees  and 
turn  the  remainder  into  miles.  This  result  is  called  the 
star's  polar  distance  in  miles. 

With  the  star's  hour  angle  turned  into  degrees,  enter 
Table  44  and  take  out  the  corresponding  logarithm  cosine. 

With  the  star's  polar  distance  in  miles,  enter  Table  42 
and  take  out  its  logarithm. 


108 


Add  these  two  logarithms  together,  and  with  the  result- 
ing logarithm  enter  Table  42  and  take  out  the  corre- 
sponding number,  which  will  be  the  correction  in  miles,  to 
be  applied  to  the  star's  true  altitude  according  to  the  fol- 
lowing rule,  and  the  result  will  be  the  latitude,  which  is 
always  north. 

When  the  hour  angle  is  less  than  six  hours  or  more 
than  eighteen  hours,  subtract  the  correction  from  the  true 
altitude. 

When  the  hour  angle  is  more  than  six  hours  and  less 
than  eighteen  hours,  the  correction  is  to  be  added  to  the 
true  altitude. 

If  local  apparent  time  is  given  in  the  example,  use  the 
sun's  right  ascension  from  page  I  of  the  Nautical  Almanac 
instead  of  the  sidereal  time  from  page  II. 

As  this  is  a  correct  method  of  performing  this  calcu- 
lation, the  examiner  will  prefer  it,  but  will  accept  the 
method  given  in  the  Nautical  Almanac,  page  272,  which 
is  very  nearly  correct  and . sufficiently  so  for  all  practical 
purposes. 

The  applicant  will  probably  be  given  an  example  con- 
taining the  longitude,  local  time  and  Greenwich  time. 
In  that  case  no  notice  should  be  given  the  longitude,  as 
it  is  of  no  use. 

If  the  Greenwich  time  and  longitude  are  given,  use 
them  to  find  the  local  time. 

If  the  local  time  and  longitude  are  given,  use  them  to 
find  the  Greenwich  time. 

Sometimes  the  examiner  will  ask  why  the  latitude  by 
this  observation  is  north.  The  correct  answer  to  the 


10U 


question  is  that  the  observation  can  be  obtained  in  north 
latitude  only,  as  the  Pole  Star  is  not  visible  south  of  the 
equator,  except  a  few  miles  at  certain  times,  but  not  of 
sufficient  altitude  for  the  purposes  of  observation. 


110 


8,  6.    Day's  Work  and  Middle  Latitude  Sailing. 

After  constructing  the  traverse  table,  reverse  the  bear- 
ing of  the  light  or  other  prominent  object  and  enter  it 
with  the  distance  off,  variation,  etc.,  in  the  traverse  table 
as  the  first  course.  If  a  deviation  table  is  given,  take  the 
deviation  out  for  the  ship's  head  at  the  time  the  bearing 
was  taken,  and  not  for  the  bearing. 

Enter  the  other  courses  in  the  traverse  table  in  the  order 
given.  In  correcting  them  for  leeway,  be  careful  not  to 
make  the  mistake  of  applying  leeway  to  the  bearing  or  the 
current  course/ 

In  correcting  the  courses  for  leeway,  apply  it  to  the 
right  when  on  the  port  tack  and  to  the  left  on  the  star-- 
board tack.  Correct  the  courses  for  deviation  and  varia- 
tion by  applying  the  westerly  to  the  left  and  the  easterly 
to  the  right. 

The  direction  of  the  current  must  be  entered  as  if  a 
course  really  sailed,  and  the  distance  will  be  the  rate  per 
hour  multiplied  by  the  number  of  hours  in  it,  usually 
twenty- four  hours.  If  the  direction  of  the  set  of  the  cur- 
rent is  magnetic,  the  variation  must  be  applied ;  but  if 
given  as  true,  do  not  apply  any  correction  to  it.  Do  not 
apply  deviation  or  leeway  to  the  current  course  in  any 
case. 

Having  corrected  the  courses,  take  the  difference  of 
latitude  and  departure  from  Table  2  for  each  course  and 
distance,  and  place  them  in  their  respective  columns  in  the 
traverse  table. 

In  taking  the  difference  of  latitude  and  departure  from 
Table  2,  read  from  the  top  of  the  page  when  the  course 
is  less  than  forty-five  degrees  and  from  the  bottom  when 


Ill 


greater.  When  the  course  is  forty-five  degrees,  it  will 
be  noticed  that  the  top  and  bottom  of  the  page  are  the 
same. 

Having  taken  from  Table  2  the  differences  of  latitude 
and  departures  for  each  course,  add  up  each  column  sepa- 
rately. Find  the  difference  between  the  two  latitude 
columns,  and  call  it  the  difference  of  latitude  and  name  it 
the  same  as  the  greater  of  the  two  columns,  which  will 
be  either  north  or  south. 

Find  the  difference  between  the  two  departure  columns, 
and  call  it  the  departure  and  name  it  ,the  same  as  the 
greater  of  the  two  columns,  which  will  be  either  east  or 
west. 

If  the  difference  of  latitude  and  the  latitude  left  are  of 
the  same  name,  add  them  together,  and  the  result  will  be 
the  latitude  in,  which  takes  the  same  name. 

If  the  difference  of  latitude  and  latitude  left  are  of  dif- 
ferent name,  subtract  the  lesser  from  the  greater,  and  the 
remainder,  taking  the  name  of  the  greater,  will  be  the 
latitude  in.  If  the  difference  of  latitude  is  greater  than 
the  latitude  left  and  of  a  different  name,  the  ship  has 
crossed  the  equator,  and  the  latitude  in  will  be  the  same 
name  as  the  difference  of  latitude. 

Add  together  the  latitude  left  and  the  latitude  in,  if  of 
same  name,  and  divide  their  sum  by  two,  and  the  result 
will  be  the  middle  latitude. 

If  the  latitude  in  and  the  latitude  left  are  of  different 
name,  divide  their  difference  by  two,  and  the  result  will  be 
the  middle  latitude. 

Turn  to  Table  2  with  this  middle  latitude  as  if  a 
course,  and  find  the  departure  in  the  latitude  column,  and 


112 


the  corresponding  number  in  the  distance  column  will 
be  the  difference  of  longitude.  Take  care  to  read  from 
the  same  end  of  the  page  as  the  middle  latitude  is  found. 
The  difference  of  longitude  is  given  the  same  name  as 
the  departure — east  or  west. 

If  the  difference  of  longitude  and  longitude  left  are  of 
the  same  name,  add  them  together,  and  the  result  will  be 
the  longitude  in,  which  takes  the  same  name.  If  the 
longitude  in  is  greater  than  180°,  subtract  it  from  360° 
and  change  its  name,  as  the  ship  has  crossed  the  iSoth 
meridian.  To  find  the  course  and  distance,  enter  Table  2, 
with  the  difference  of  latitude  and  departure.  If  the  dif- 
ference of  latitude  is  the  greater,  read  from  the  top  of  the 
page.  If  the  departure  is  the  greater,  read  from  the  bot- 
tom of  the  page. 

Where  the  difference  of  latitude  and  departure  are 
found  to  agree,  the  corresponding  number  in  the  distance 
column  will  be  the  distance.  The  course  is  taken  from  the 
top  of  the  page  if  the  difference  of  latitude  is  the  greater ; 
but  from  the  bottom  if  the  departure  is  the  greater.  The 
course  is  given  the  same  names  as  the  difference  of  latitude 
and  departure. 

The  DAY'S  WORK  problems  given  by  the  examiner  al- 
ways require  the  course  and  distance  from  the  ship's  posi- 
tion to  some  light  or  other  prominent  point  by  either  mid- 
dle latitude  or  Mercator's  sailing.  Middle  latitude  sail- 
ing is  explained  here  and  Mercator's  sailing  is  explained 
fully  under  that  head. 

Correcting  the  courses  may  be  simplified  by  using 
Capt.  R.M.Pugsley's  "Course  Corrector."  Price  50  cents. 


113 


9,  T.    Longitude  by  Chronometer. 

The  old  idea  of  taking  the  mean  of  three  altitudes  has 
long  ago  been  proven  to  be  incorrect  and  is  not  practised 
by  the  more  eminent  navigators  of  the  present  day. 
However,  the  method  is  curiously  advocated  by  many 
writers,  who  seem  loth  to  throw  aside  the  traditions  of  the 
past  for  the  needs  of  the  modern  navigator.  No  other 
reason  can  be  advanced  except  probably  a  lack  of  prac- 
tical knowledge  of  the  subject. 

It  is  -quite  correct  to  observe  three  altitudes  and  it  is  a 
very  simple  matter  to  find  the  longitude  from  the  second 
altitude,  and  if  the  result  is  the  same  as  that  found  by  the 
first  altitude,  the  longitude  may  be  relied  upon. 

If  the  two  longitudes  found  are  different  more  than  the 
ship's  change  of  longitude  between  the  two  observations, 
which  would  be,  say,  a  quarter  (15")  of  mile,  something  is 
in  error.  Then  find  the  longitude  by  the  third  altitude. 
This  result  will  in  all  probability  agree  with  one  of  the 
others.  The  incorrect  calculation  may  be  selected  at  once 
and  its  error  found.  It  may  be  in  the  altitude,  reading 
the  instrument,  in  noting  the  time,  or  in  the  work.  By 
using  the  mean  of  three  altitudes  in  such  a  case,  the  longi- 
tude found  would  certainly  be  in  error,  and  worse  still, 
the  error  would  be  hidden. 

In  the  determination  of  longitude  by  the  use  of  a  chro- 
nometer, never  lose  sight  of  the  fact  that  the  result,  sup- 
posing the  work  to  be  correct,  is  dependent  upon  the  ac- 
curacy of  that  very  important  time  piece. 

The  observed  altitudes  should  not  be  less  than  twelve 


114 


degrees,  on  account  of  the  uncertainty  of  the  refraction 
for  lower  altitudes. 

The  altitude  should  be  observed  when  the  body  is  on  or 
near  the  prime  vertical  as  possible — that  is,  when  it  bears 
as  near  the  true  east  or  west  as  possible.  The  reason  for 
this  is  that  an  error  of  a  few  miles  in  the  latitude  by  ac- 
count will  not  affect  the  longitude  obtained. 

The  examiners  usually  give  the  applicant  a  complicated 
problem,  such  as  given  on  pages  71  and  73  of  this  work. 

Correct  the  chronometer  by  applying  its  error  and  rate, 
and  the  result  will  be  the  Greenwich  mean  time  of  the 
observation. 

The  observed  altitude  is  then  corrected  by  applying  the 
instrumental  error,  semi-diameter,  dip,  refraction  and 
parallax,  and  the  result  will  be  the  true  altitude. 

Take  from  page  II  of  the  Nautical  Almanac  the  sun's 
declination  and  hourly  difference,  and  the  equation  of 
time  and  its  hourly  difference. 

If  the  Greenwich  mean  time  is  P.  M.,  multiply  the 
hourly  difference  by  it,  and  the  product  will  be  the  cor- 
rection to  be  added  to  the  declination  if  increasing;  and 
subtracted  if  decreasing. 

If  the  Greenwich  mean  time  is  A.  M.,  it  must  be  sub- 
tracted from  twelve  hours,  which  will  give  the  time  from 
Greenwich  mean  noon,  and  with  it  multiply  the  hourly 
difference,  and  the  product  will  be  the  correction  to  be 
subtracted  from  the  declination,  if  increasing,  and  added 
if  decreasing;  and  the  result  will  be  the  correct  decli- 
nation. 

Correct  the  equation  of  time  by  the  same  method  used 
in  correcting  the  declination. 


115 


If  the  latitude  and  declination  are  of  the  same  name, 
subtract  the  declination  from  ninety  degrees.  If  the 
latitude  and  declination  are  of  different  name,  add  the 
declination  to  ninety  degrees,  and  the  result  will  be  the 
polar  distance. 

Correct  the  meridian  altitude  by  applying  to  it  the  usual 
corrections  as  described  in  LATITUDE  by  MERIDIAN  ALTI- 
TUDE of  the  SUN,  on  page  102. 

In  the  example  given  by  the  examiner,  either  the  Green- 
wich mean  time  or  the  longitude  by  account  are  given 
with  the  meridian  altitude.  If  the  Greenwich  mean  time 
is  given,  correct  the  declination  by  the  rule  given  above. 
If.  the  longitude  by  account  is  given,  correct  the  declina- 
tion by  the  following  rule : 

Take  from  page  I  of  the  Nautical  Almanac,  the  sun's 
declination  and  multiply  the  hourly  difference  by  the 
longitude  by  account  (which  is  the  time  from  Greenwich 
apparent  noon),  and  the  product  will  be  the  correction  to 
be  applied  to  the  declination  as  follows : 

In  west  longitude,  declination  increasing,  add;  de- 
creasing, subtract. 

In  east  longitude,  declination  increasing,  subtract ; 
decreasing,  add. 

If  the  examiner  should  give  both  the  Greenwich  time 
and  longitude  by  account  in  connection  with  the  meridian 
altitude,  disregard  the  longitude  and  use  the  Greenwich 
time.  If  the  Greenwich  apparent  time  is  given,  take  the 
declination  from  page  I  of  the  Nautical  Almanac. 

The  zenith  distance  is  found  by  subtracting  the  true 
meridian  altitude  from  ninety  degrees  and  the  latitude 
found  as  follows: 


116 


If  the  zenith  distance  and  declination  are  of  same  name, 
add  them  together,  and  the  result  will  be  the  latitude.  If 
zenith  distance  and  declination  are  of  different  name,  sub- 
tract the  lesser  from  the  greater  and  the  remainder  will 
be  the  latitude,  which  takes  the  name  of  the  greater. 

It  must  be  remembered  that  the  latitude  thus  deter- 
mined is  for  noon  and  cannot  be  used,  as  it  stands  for  rind- 
ing the  longitude. 

It  is  always  stated  in  the  problem  that  the  ship  sailed 
a  certain  course  and  distance  from  the  time  the  altitude 
was  observed  in  the  morning  to  noon,  when  the  meridian 
altitude  was  observed.  Variation,  deviation,  and  some- 
times leeway  are  given  with  this  course. 

Construct  a  traverse  table  and  in  it  enter  the  course 
and  distance  and  the  various  corrections.  Correct  the 
course  and  with  it  enter  Table  2,  and  take  out  the  corre- 
sponding difference  of  latitude  and  departure  and  place 
them  in  their  respective  columns. 

The  difference  of  latitude  thus  found  when  properly 
applied  to  the  latitude  at  noon,  will  give  the  latitude  the 
ship  was  in  when  the  altitude  in  the  morning  was 
obtained. 

If  the  ship  sailed  south  in  north  latitude,  add  the  differ- 
ence of  latitude  to  the  latitude  at  noon ;  but  if  she  sailed 
north,  subtract  it,  and  the  result  will  be  the  latitude  in  at 
the  time  of  the  morning  observation. 

If  the  ship  sailed  north  in  south  latitude,  add  the  differ- 
ence of  latitude  to  the  latitude  at  noon ;  but  if  she  sailed 
south,  subtract  it,  and  the  result  will  be  the  latitude  in  at 
the  time  of  the  morning  observation.  This  latitude  is 


117 


to  be  used  with  the  morning  altitude  and  polar  distance 
to  find  the  longitude. 

Add  together  the  latitude  at  noon  and  the  latitude  in 
the  morning,  if  they  are  of  same  name,  and  divide  their 
sum  by  two.  The  result  will  be  the  middle  latitude.  If 
the  ship  is  on  or  very  near  the  equator,  the  departure 
and  difference  of  longitude  will  be  equal  for  such  short 
distance. 

Enter  Table  2  with  this  middle  latitude  as  a  course  and 
find  the  departure  in  the  latitude  column,  and  the  corre- 
sponding number  in  the  distance  column  will  be  the  differ- 
ence of  longitude  to  be  used  in  bringing  'the  longitude  of 
the  morning  when  found  up  to  noon. 

'Having  the  true  altitude,  latitude  and  polar  distance, 
add  them  together  and  divide  the  sum  by  two,  which -will 
give  the  half  sum.  From  this  half  sum  subtract  the  true 
altitude,  and  the  result  will  be  the  remainder. 

From  Table  44  take  out  the  logarithms  as  follows : 

Latitude,  logarithm  secant. 

Polar  distance,  cosecant. 

Half  sum,  cosine. 

Remainder,  sine. 

When  the  polar  distance  is  greater  than  eighty-nine 
degrees,  or  in  other  words,  when  it  is  found  at  the  lower 
left-hand  corner  of  the  page,  do  not  make  the  mistake  of 
using  the  miles  in  the  right-hand  column.  Use  the  left- 
hand  column.  Always  take  the  miles  in  every  case  from 
the  column  at  which  the  degrees  are  placed.  To  correct 
the  logarithms  for  seconds  ("),  see  instructions  on  page 
626  of  Bowditch  Epitome. 


118 


Add  these  four  logarithms  together  and  divide  their 
sum  by  two,  and  the  result  will  be  the  logarithm  sine  of 
apparent  time  of  the  morning  observation. 

Enter  Table  44  with  this  logarithm  sine  in  the  proper 
column  and  take  out  the  time  corresponding  to  it.  If 
there  is  any  difference  between  the  two  logarithms,  a  cor- 
rection will  be  found  at  the  bottom  of  the  page  corre- 
sponding to  the  difference.  This  difference  must  be 
applied  to  the  time  taken  from  the  table. 

In  taking  the  time  from  the  table,  care  must  be  taken 
to  get  the  time  from  the  proper  column — that  is,  A.  M. 
or  P.  M.,  at  the  'same  time  having  regard  whether  the  top 
or  bottom  of  the  page  is  being  used. 

To  this  local  apparent  time,  apply  the  equation  of  time 
,  as  directed  in  the  Nautical  Almanac,  and  the  result  will  be 
the  local  mean  time. 

The  difference  between  the  local  mean  time  and  the 
Greenwich  mean  time  will  be  the  longitude  in  time. 
Turn  this  into  degrees,  etc.,  and  it  will  be  the  morning 
longitude. 

To  this  longitude  apply  the  difference  of  longitude  re- 
ferred to  in  the  small  traverse  table,  and  the  result  will 
be  the  longitude  at  noon,  and  is  that  longitude  which  is 
entered  in  the  ship's  log  book. 

From  this  noon  position  the  applicant  is  required  to 
find  the  -course  and  distance  by  either  middle  latitude  or 
Mercator's  sailing,  or  both,  to  some  light  or  other  prom- 
inent object,  and  it  is  not  uncommon  for  the  examiner  to 
call  for  the  sun's  true  azimuth,  to  be  found  from  the 


119 


elements  of  the  chronometer  sight,  and  then  determine 
the  compass  error  and  deviation. 

The  applicant  may  use  the  azimuth  table,  to  find  the  true 
azimuth ;  but  he  must  bring  the  tables  with  him.  No 
particular  tables  are  required.  Any  of  those  published 
will  be  allowed. 


120 


10.    Longitude  by  Sunset  and  Sunrise. 

In  this  observation  the  time  is  noted  by  chronometer 
the  instant  the  upper  or' lower  limb  of  the  sun  is  in  exact 
contact  with  the  horizon.  It  is  the  general  custom  to 
observe  the  contact  with  a  telescope ;  but  it  is  not  abso- 
lutely necessary  to  do  so.  Probably  a  better  result  may 
be  obtained  without  any  aid  other  than  a  colored  glass 
to  protect  the  eye.  One  of  the  shades  on  the  sextant 
will  answer  the  purpose  very  well. 

Some  writers  advocate  the  use  of  21'  for  the  lower  limb 
observation  and  53'  for  the  upper  limb  as  constant  quanti- 
ties for  the  negative  altitude.  However,  the  method  is 
not  correct  except  under  certain  conditions,  and  while 
some  examiners  will  accept  it,  others  will  not. 

The  only  safe  plan  is  to  compute  the  negative  altitude. 

To  compute  the  negative  altitude,  take  the  refraction 
for  altitude  o°  from  Table  20,  and  to  it  add  the  dip  from 
Table  14,  corresponding  to  the  height  of  the  eye  above 
the  level  of  the  sea.  From  this  result  subtract  the  sun's 
semi-diameter  from  page  I  of  the  Nautical  Almanac  for 
the  day  and  then  subtract  the  parallax  for  altitude  o° 
from  Table  16.  The  result  will  be  the  negative  altitude 
for  a  lower  limb  observation. 

For  the  upper  limb,  add  together  the  refraction,  dip  and 
semi-diameter  and  from  the  sum  subtract  the  parallax. 

Having  observed  the  contact  and  noted  the  time  by 
chronometer,  apply  the  error  and  rate  to  the  chronometer 
time,  which  will  give  the  Greenwich  mean  time. 

Take  from  page  II  of  the  Nautical  Almanac  the  sun's 
declination  and  equation  of  time. 


121 


If  the  Greenwich  time  is  P.  M.,  multiply  the  hourly 
difference  by  it,  and  the  product  will  be  the  correction  to 
be  added  to  the  declination  if  increasing ;  and  subtracted 
if  decreasing. 

If  the  Greenwich  time  is  A.  M.,  it  must  be  subtracted 
from  twelve  hours,  which  will  give  the  time  from  noon, 
and  with  it  multiply  the  hourly  difference,  and  the  prod- 
uct will  be  the  correction  to  be  subtracted  from  the 
declination  if  increasing,  and  added  if  decreasing.  The 
result  will  be  the  corrected  declination. 

The  equation  of  time  is  corrected  the  same  way. 

If  the  latitude  and  declination  are  of  the  same  name, 
subtract  the  declination  from  ninety  degrees. 

If  the  latitude  and  declination  are  of  different  name, 
add  the  declination  to  ninety  degrees,  and  the  result  will 
be  the  polar  distance. 

Add  together  the  latitude  and  polar  distance  and  from 
their  sum  subtract  the  negative  altitude.  Divide  this  re- 
sult by  two  to  obtain  the*half  sum  and  to  this  add  the 
negative  altitude,  which  will  give  the  remainder. 

From  this  point  the  work  is  exactly  the  same  as  finding 
longitude  by  the  usual  method. 


122 


11.    Longitude  by  Two  Altitudes  Near  Noon. 

About  as  many  minutes  before  noon  as  the  ship  is  de- 
grees from  the  equator,  the  sun's  altitude  is  observed  and 
the  time  noted  by  chronometer.  If  after  the  first  obser- 
vation the  ship  sails  towards  the  sun,  the  reading  on  the 
instrument  must  be  increased  by  as  many  minutes  and 
seconds  as  are  in  the  difference  of  latitude.  If  the  ship 
sails  from  the  sun,  the  reading  on  the  instrument  must 
be  decreased  by  that  quantity. 

When  the  sun  falls  to  an  altitude  corresponding  to 'the 
reading  on  that  instrument,  note  the  time  again  by  chro- 
nometer. 

Add  these  two  chronometer  times  together  and  divide 
the  sum  by  two.  That  will  give  the  mean  of  the  two 
times.  To  this  mean  apply  the  error  and  rate  of  the  chro- 
nometer, and  the  result  will  be  the  Greenwich  mean  time 
of  local  apparent  noon.  With  this  Greenwich  time,  cor- 
rect the  equation  of  time  from  page  II  of  the  Nautical 
Almanac,  and  apply  it  to  the  Greenwich  mean  time,  as 
directed  at  the  head  of  the  column  from  which  the  equa- 
tion of  time  was  taken,  and  that  will  give  the  Greenwich 
apparent  time  of  local  apparent  noon. 

If  the  Greenwich  time  is  P.  M.,  turn  it  into  degrees,  etc., 
and  it  will  be  the  longitude  in,  and  is  named  west. 

If  the  Greenwich  time  is  A.  M.,  subtract  it  from  twelve 
hours  and  turn  the  result  into  degrees,  etc.,  and  it  will  be 
the  longitude,  and  is  named  east. 

It  will  be  noticed  that  the  altitudes  do  not  enter  into  the 
calculation,  so  do  not  apply  any  corrections  to  them. 


123 


12.    Sumner's  Method. 

This  observation  is  not,  as  some  suppose,  restricted  to 
the  use  of  the  sun's  altitude.  Any  two  heavenly  bodies 
may  be  used  if  their  azimuths  differ  twenty  degrees  or  so. 
It  is  often  convenient  and  practicable  to  observe  the  alti- 
tudes of  the  sun  and  moon  at  the  same  instant  or  nearly 
so,  and  determine  latitude,  longitude  and  true  azimuth 
at  once.  Two  stars,  one  east  and  the  other  west  of  the 
meridian,  give  the  desired  result.  However,  so  far,  the 
examiner  only  requires  the  use  of  the  sun. 

The  observed  altitudes  and  chronometer  times  must  be 
corrected  the  same  as  in  the  chronometer  sight. 

The  latitude  by  account  is  given  with  instructions  to 
assume  latitudes  a  certain  number  of  miles  each  side  of  it. 

Take  the  first  altitude  and  one  of  the  assumed  latitudes 
and  find  the  longitude  in  the  usual  way.  Name  the  cal- 
culation A,  and  place  the  longitude  on  the  chart  in  the 
proper  latitude  and  name  it  A. 

Take  the  same  altitude  and  the  other  assumed  latitude, 
using  the  same  polar  distance,  and  find  the  longitude 
again.  Name  this  calculation  B,  and  place  it  on  the  chart 
in  its  proper  latitude  and  name  it  B.  Connect  the  two 
positions  A  and  B  by  a  line,  and  this  will  be  the  first  line 
of  position,  and  the  ship  is  somewhere  on  that  line.  That 
is  determined  by  the  second  line  of  position. 

Now,  take  the  second  altitude,  one  of  the  assumed  lati- 
tudes and  the  second  polar  distance  and  find  the  longitude 
as  before.  Name  this  calculation  C,  and  place  the  longi- 
tude on  the  chart  in  its  proper  latitude  and  name  it  C. 

Take  the  same  altitude  and  polar  distance  and  the  other 


124 


assumed  latitude  and  determine  the  longitude  again. 
Name  this  calculation  D,  and  place  the  longitude  on  the 
chart  in  its  proper  latitude  and  name  it  D. 

Join  C  and  D  by  a  line.  If  the  ship  has  made  ho  run 
since  the  first  observation,  the  ship's  position  will  be  at 
the  intersection  of  the  two  lines. 

If  the  ship  has  sailed,  move  the  first  line  of  position 
east  or  west,  as  the  case  may  be,  a  distance  corresponding 
to  the  departure  made. 

It  is  possible,  in  case  the  latitude  by  account  is  greatly 
in  error,  and  the  assumed  latitudes  not  being  far  enough 
away,  that  the  two  lines  of  position  will  not  cross  each 
other  between  the  assumed  latitudes.  In  that  case  it  is 
only  necessary  to  extend  the  lines  until  they  do  come  in 
contact  with  each  other.  The  azimuth  is  not  affected  by 
this  circumstance. 

When  the  lines  of  position  are  placed  on  the  chart,  the 
sun's  true  azimuth  will  be  at  right  angles  to  these  lines, 
on  the  side  the  sun  is  on.  It  may  be  determined  by  find- 
ing the  true  compass  direction  of  the  line,  and  the  true 
azimuth  will  be  ninety  degrees  different. 


12G 


16.    Mercator's  Sailing. 

Place  the  latitude  and  longitude  of  the  ship  or  place 
from  which  the  course  and  distance  is  required  and  under 
them  place  the  latitude  and  longitude  of  the  place  to 
which  the  course  and  distance  is  wanted. 

Enter  Table  3  and  take  out  the  meridional  parts  corre- 
sponding to  each  latitude. 

If  the  latitudes  are  both  north,  or  both  south,  subtract 
the  lesser  from  the  greater.  If  one  latitude  is  north  and 
the  other  is  south,  add  them  together,  and  the  result  will 
be  the  difference  of  latitude. 

The  same  rule  applies  to  the  management  of  the  meri- 
dional parts  to  obtain  the  meridional  difference  of  latitude. 

If  the  place  to  which  the  course  and  distance  is  wanted 
is  south  of  the  place  to  be  sailed  from,  the  difference  of 
latitude  and  the  meridional  difference  of  latitude  will  be 
named  south.  If  the  place  is  north,  they  will  be  named 
north. 

If  the  longitudes  are  both  east  or  both  west,  subtract 
the  lesser  from  the  greater.  If  one  longitude  is  east  and 
the  other  is  west,  add  them  together,  and  the  result  will  b~ 
the  difference  of  longitude.  If  the  sum  of  the  longitudes 
should  exceed  one  hundred  and  eighty  degrees,  subtract 
it  from  three  hundred  .and  sixty  degrees.  In  this  case, 
the  difference  of  longitude  will  take  the  same  name  as  the 
longitude  of  the  place  from  which  the  course  and  distance 
is  wanted. 

Enter  Table  2  with  the  meridional  difference  of  lati- 
tude in  the  latitude  column,  and  the  difference  of  longi- 
tude in  the  departure  column. 


127 


If  the  meridional  difference  of  latitude  is  greater  than 
the  difference  of  longitude,  read  from  the  top  of  the  page. 
If  it  is  less  than  the  difference  of  longitude,  read  from 
the  bottom  of  the  page.  Where  these  two  elements  are 
found  to  agree,  the  course  is  found  at  the  top  or  bottom 
of  the  page,  according  to  which  end  of  the  page  is  being 
used. 

The  course  is  named  the  same  as  the  difference  of  lati- 
tude and  the  difference  of  longitude. 

On  the  same  page  where  the  course  is  found,,  find  the 
proper  difference  of  latitude  in  the  latitude  column,  and  the 
corresponding  number  in  the  distance  column  will  be  the 
required  distance. 

There  is  another  method  of  performing  this  calculation 
which  is  not  so  convenient,  as  it  requires  the  use  of  Tables 
42  and  44.  While  this  method  is  correct,  its  use  at  sea 
cannot  be  encouraged  on  account  of  the  amount  of  labor 
and  length  of  time  required  to  obtain  the  desired  result. 

The  method  described  above  is  not  exactly  correct; 
but  its  error  is  very  small  in  both  course  and  distance, 
and  is  therefore  sufficiently  accurate  to  meet  the  require- 
ments of  the  most  skilled  practical  navigator,  and  is 
always  accepted  by  the  examiner. 


128 


41,  21.    Deviation  of  the  Compass  by  an  Amplitude. 

The  amplitude  is  observed  when  the  centre  of  the  sun 
is  on  the  horizon  and  the  time  noted  by  the  ship's  clock. 

The  ship's  clock  always  shows  local  apparent  time  at 
sea.  This  time  is  corrected  for  any  change  of  longitude 
due  to  the  ship's  run  since  last  regulated.  Sometimes  the 
examiner  will  give  the  local  apparent  time,  while  at  others 
he  may  give  the  local  mean  time  with  the  longitude  by  ac- 
count to  find  the  Greenwich  time.  In  some  problems  the 
Greenwich  time  is  given  with  the  local  time  and  longitude. 
In  that  case  only  consider  the  Greenwich  time,  except  to 
note  if  the  local  time  is  A.  M.  or  P.  M. 

If  the  azimuth  tables  are  used,  neither  of  these  times 
or  the  longitude  will  be  required. 

It  must  be  remembered  that  the  time  resulting  from 
applying  the  longitude  to  local  apparent  time  is  Green- 
wich apparent  time. 

If  the  longitude  is  applied  to  local  mean  time,  the  result 
will  be  the  Greenwich  mean  time.  If  the  longitude  is 
west,  add  it  to  the  ship's  time  to  obtain  the  Greenwich 
time ;  if  the  longitude  is  east  subtract  it.  If  the  ship's 
time  is  not  great  enough  to  subtract  from,  add  twelve 
hours  to  it. 

Having  obtained  the  Greenwich  time,  take  the  declina- 
tion and  hourly  difference  from  page  II  of  the  Nautical 
Almanac  if  it  is  mean  time.  If  it  is  apparent  time,  use 
page  I  of  the  Almanac. 

If  the  Greenwich  time  is  P.  M.,  multiply  the  hourly 
difference  by  it,  and  the  product  will  be  the  correction 


129 


to  be  added  to  the  declination  if  increasing,  and  subtracted 
if  decreasing. 

If  the  Greenwich  time  is  A.  M.,  it  must  be  subtracted 
from  twelve  hours,  which  will  give  the  time  from  Green- 
wich noon,  and  with  it  multiply  the  hourly  difference,  and 
the  product  will  be  the  correction  to  be  subtracted  from 
the  declination  if  increasing,  and  added  if  decreasing. 

From  Table  44  take  the  logarithm  secant  for  the  lati- 
tude, and  the  logarithm  sine  for  the  declination.  Add 
these  two  logarithms  together,  and  the  result  will  be  the 
logarithm  sine  of  the  true  amplitude. 

If  the  ship's  time  is  A.  M.,  name  the  true  amplitude 
east;  if  P.  M.,  at  ship,  name  it  west.  Name  the  other 
end  of  the  true  amplitude  the  same  as  the  declination — 
north  or  south. 

An  amplitude  is  always  reckoned  from  the  east  or  west 
towards  the  north  or  south. 

Enter  Table  40  with  the  latitude  and  declination  and 
take  out  the  corresponding  correction  and  apply  it  to  the 
observed  amplitude  by  the  following  rule. 

At  Rising  in  N.  Lat.  )         j    &   correction  to  the  right. 
Setting  in  S.  Lat.       f         * 


|  apply 


the  correction  to  the  left. 


Setting 

At  Rising  in  S.  Lat. 

Setting  in  N.  Lat. 

The  result  will  be  the  compass  amplitude. 
Place  the  compass  amplitude  under  the  true  amplitude. 
If  they  are  both  north  or  both  south,  subtract  one  from 
the  other,  and  the  remainder  will  be  the  compass  error. 
If  the  amplitudes  are  of  different  name — one  north  and 


130 


the  other  south — add  them  together  and  their  sum  will  be 
the  compass  error. 

If  the  true  amplitude  is  to  the  right  of  the  compass  am- 
plitude, the  error  is  east. 

If  the  true  amplitude  is  to  the  left  of  the  compass  ampli- 
tude, the  error  is  west. 

If  the  variation  and  compass  error  are  of  different 
name  add  them  together,  and  their  sum  will  be  the  devia- 
tion and  takes  the  same  name  as  the  compass  error. 

If  the  variation  and  compass  error  are  of  the  same 
name,  their  difference  will  be  the  deviation.  Looking 
toward  the  north  point  of  the  compass  in  this  case,  the 
deviation  is  named  east  when  the  compass  error  falls  to 
the  right  of  the  variation,  and  west  when  it  falls  to  the 
left. 

The  method  described  above  is  the  one  which  the  ex- 
aminer would  probably  prefer;  but  its  use  cannot  be 
recommended  for  practical  work.  Its  accuracy  cannot  be 
questioned;  but  the  practical  navigator  can  very  rarely 
use  more  than  the  nearest  degree  of  the  result.  However, 
the  method  should  be  thoroughly  understood,  that  it  may 
be  utilized  when  the  azimuth  tables  are  not  available. 

Instead  of  computing  the  true  amplitude,  it  may  be 
taken  from  Table  39,  or  any  azimuth  table.  It  would  be 
better  for  the  applicant  to  use  the  azimuth  table. 

If  an  azimuth  table  is  used,  subtract  the  azimuth  from 
ninety  degrees  when  it  is  less  than  ninety  degrees. 

If  more  than  ninety  degrees,  subtract  ninety  degrees 
from  it,  and  the  result  will  be  the  true  amplitude. 

When  the  declination  is  o°,  the  true  amplitude  will 


131 


be  east  or  west,  according  if  the  local  time  is  A.  M. 
or  P.  M. 

If  the  latitude  is  o°,  the  corrected  decimation  will  be 
the  true  amplitude. 

If  Table  39  or  the  azimuth  tables  are  used,  it  is  not 
necessary  to  find  the  Greenwich  time  or  to  correct  the 
declination  or  to  use  the  correction  from  Table  40. 

In  practice,  the  amplitude  of  the  sun  is  observed  when 
its  lower  limb  is  about  sixteen  minutes  or  its  semi-diame- 
ter above  the  horizon,  which  is  equivalent  to  observing 
the  center  when  on  the  horizon  and  applying  the  correc- 
tion from  Table  40. 


132 

Sr,  58  and  59.  HURRICANES. 
Bearing  of  Center  and  Rules  for  Avoiding  It. 

From  U.  S.  Coast  Pilot. 

When  the  weather  and  the  barometer  indicate  the  ap- 
proach of  a  hurricane,  face  the  wind ;  the  center  will  then 
bear  8  points  to  the  right  from  the  direction  of  the  wind 
(at  a  considerable  distance  from  the  center,  and  before 
the  barometer  has  fallen  much  below  the  normal,  the  cen- 
ter may  bear  10  or  12  points  to  the  right  of  the  wind 
direction).  Having  the  bearing  of  the  center,  shorten 
sail,  or  heave-to,  and  closely  watch  the  barometer  and 
the  direction  in  which  the  wind  shifts.  In  speaking  of 
the  shift  of  wind,  such  a  shift  is  meant  as  would  be 
observed  on  a  vessel  hove-to ;  for,  if  the  vessel  be  moving 
faster  than  the  storm  (which  is  easily  possible),  and  in 
the  same  direction,  the  observed  shift  may  be  contrary  to 
what  it  would  be  if  the  vessel  were  hove-to. 

//  the  wind  shifts  zvith  the  hands  of  a  watch,  the  vessel 
is  in  the  right  semicircle  of  the  hurricane.  The  vessel 
should  then  be  hauled  by  the  wind  on  the  starboard  tack 
and  sail  carried  as  long  as  possible ;  if  obliged  to  heave-to, 
do  so  on  the  starboard  tack. 

//  the  wind  shifts  against  the  hands  of  a  watch,  the  ves- 
sel is  in  the  left  semicircle  of  the  hurricane;  the  wind 
should  be  brought  on  the  starboard  quarter,  the  direction 
of  the  vessel's  head  noted,  and  that  course  steered.  If 
obliged  to  heave-to,  do  so  on  the  port  tack. 

//  there  is  no  perceptible  change  in  the  direction  of  the 
wind  but  it  increases  in  violence,  with  a  falling  barometer, 


133 


the  vessel  is  directly  in  front,  and  on  the  track,  of  the 
storm.  The  vessel  should  be  put  before  the  wind,  the  di- 
rection of  her  head  noted,  and  that  course  steered,  trim- 
ming sail  as  the  wind  shifts  to  the  starboard  quarter.  If 
obliged  to  heave-to,  do  so  on  the  port  tack. 

If  .there  is  no  perceptible  change  in  the  direction  of  the 
wind  and  it  is  moderating,  with  a  rising  barometer,  the 
vessel  is  on  the  storm  track  but  in  rear  of  the  center.  In 
this  case  the  safest  rule  is  to  run  out  with  the  wind  on  the 
starboard  quarter,  or  heave-to  on  starboard  tack.  Ad- 
vantage can  be  taken  of  favorable  wind,  but  the  greatest 
care  rriust  be  exercised  to  avoid  running  into  the  storm. 
(See  also  remarks  following.) 

When  looking  in  the  direction  in  which  the  storm  is 
traveling,  the  dangerous  semicircle  is  on  the  right  hand 
side  of  the  storm  track ;  in  other  words,  the  semicircle 
in  which  the  wind  shifts  with  the  hands  of  a  watch  is  the 
more  dangerous  part  of  the  storm,  and  for  the  following 
reasons :  Because  the  progressive  movement  of  the 
storm  increases  the  velocity  of  the  wind  in  the  right  semi- 
circle (the  velocity  of  the  wind  in  the  left  semicircle 
being  correspondingly  decreased)  ;  because  both  wind 
and  current  tend  to  carry  the  vessel  in  front  of  the  storm, 
and  if  obliged  to  scud  she  will  drive  into  greater  danger ; 
and  because  the  right  side  is  the  one  toward  which  the 
storm  track  is  liable  to  recurve  at  any  time. 

In  some  cases  vessels  may,  if  the  storm  be  traveling 
slowly,  sail  from  the  dangerous  semicircle  across  the 
front  of  the  storm  and  out  of  its  influence.  But,  as  the 
rate  at  which  the  storm  travels  along  its  track  is  uncer- 


134 


tain,  this  is  an  extremely  hazardous  undertaking;  the 
mariner  should  carefully  consider  all  the  circumstances, 
particularly  the  rate  at  which  the  barometer  is  falling, 
before  he  attempts  to  cross. 


136 


Diagram  A. 

The  spiral  lines  illustrate  the  circulation  of  the  wind 
in  a  tropical  cyclone,  northern  hemisphere.  The  diameter 
of  the  area  represented  may  vary  in  different  storms  and 
in  different  latitudes  from  about  TOO  to  about  800  miles, 
and  is  generally  least  in  low  latitudes.  The  air  is  drawn 
in  toward  the  center  of  low  barometer,  gradually  takes  up 
a  more  and  more  nearly  circular  path  as  its  velocity  in- 
creases, and  finally  whirls  around  the  center  with  hurri- 
cane force.  At  the  center  is  a  calm  spot  from  10  to  30 
miles  in  diameter;  this  is  marked  LOW,  and  here  the 
lowest  barometer  reading  is  obtained.  It  will  be  noticed 
how  similar  the  motion  is  to  that  of  water  in  a  whirlpool 
or  eddy,  and  very  naturally,  as  this  is  nothing  but  a  gigan- 
tic whirlpool  in  the  atmosphere,  with  the  suction  or  draft 
at  the  center  upward  instead  of  downward.  The  direc- 
tion of  the  wind  at  any  point  on  this  diagram  is  the  same 
as  the  direction  of  the  curve  at  that  point,  and  the  arrows 
show  this  direction  at  the  points  where  they  are  plotted. 
By  plotting  arrows  at  all  points  having  the  wind  from  the 
same  direction,  north,  for  example,  and  joining  them  by 
a  dotted  line,  we  find  that  this  dotted  line  curves  toward 
the  center,  as  shown.  The  angle  of  bearing  of  the  cen- 
ter therefore  gradually  decreases  from  about  10  points  to 
about  8  points  in  the  inner  whirls,  where  the  well-known 
"8-point  rule''  becomes  true. 

Diagram  B. 

Here  dotted  lines  are  drawn  from  each  wind-arrow  at 
the  margin  to  the  center,  in  the  way  shown  above,  so  that 


137 


to  find  a  direction  of  the  wind  at  any  point  follow  the 
dotted  line  out  to  the  margin  and  read  it  there.  The  cir- 
cles are  ISOBARS,  and  the  barometer  falls  .20  inch  as  you  go 
from  one  of  these  circles  to  the  next  inner  one.  This  il- 
lustrates very  clearly  the  rate  at  which  the  barometer  falls 
as  you  approach  the  center — at  first  slowly,  as  the  broad 
outer  ring  is  traversed,  then  more  and  more  rapidly. 
Near  the  center,  where  the  isobars  are  very  close  together, 
it  has  been  known  to  fall  an  inch  in  fifty  miles.  Of 
course  as  you  recede  from  the  center  the  barometer  rises 
.20  inch  as  you  pass  from  one  isobar  to  the  next  outer  one, 
just  as  it  fell  on  entering  the  hurricane.  This  diagram 
involves  as  much  of  our  latest  knowledge  of  cyclones  as 
can  be  safely  used  as  a  general  guide,  and  extends  out 
beyond  the  regions  where  the  barometer  is  falling  rapidly 
and  the  wind  and  sea  have  become  violent.  No  attempt 
will  be  made  to  draw  up  a  set  of  rules  for  action,  but  only 
to  indicate  how  to  plot  your  position  on  the  diagram  and 
obtain  from  it  the  probable  bearing  and  distance  of  the 
center  and  the  track  and  velocity  of  the  storm,  leaving 
it  to  yourself  to  decide  what  action  to  take,  having  proper 
regard  to  the  strength  and  speed  of  your  ship,  the  lay  of 
the  land,  and  the  passage  you  are  making. 

Practical  Use  of  Diagram  B. 

Suppose  that  at  4  P.  M.,  for  instance,  the  wind  is  ESE. 
and  the  barometer  .20  inch  below  the  normal :  Find  at 
the  margin  of  the  diagram  the  wind-arrow  marked 
"ESE./'  and  follow  the'  dotted  line  in  toward  the  center 
as  far  as  the  isobar  marked  ".20  inch  below  normal" ;  this 


138 


intersection  (marked  a)  is  your  position  on  the  diagram; 
for,  by  the  method  of  construction  just  explained,  this 
is  the  place,  and  the  only  place,  where  the  wind  is  ESE. 
and,  at  the  same  time,  the  barometer  .20  inch  below  the 
normal.  Referring  to  the  compass  and  scale  which  ac- 
company the  diagram,  you  will  find  that  the  center  (LOW) 
bears  SW.  by  S.,  distant  250  miles.  Plot  this  4  P.  M. 
position  of  the  center  on  your  track  chart  from  the 
4  P.  M.  position  of  your  vessel. 

Later  in  the  day,  say  8  P.  M.,  suppose  that  the  wind  is 
SE.  by  E.,  and  the  barometer  is  .30  inch  below  the  nor- 
mal (having  fallen  .10  during  the  interval)  :  With  this 
wind  your  position  must  be  halfway  between  the  dotted 
lines  leading  in  toward  the  center  from  the  arrows 
marked  "SE."  and  "ESE."  and  with  this  barometer  read- 
ing it  must  be  halfway  between  the  isobars  marked  ".20 
inch  below  normal"  and  ".40  below";  it  is  therefore  at 
the  point  marked  b,  and  the  center  bears  SW.,  distant 
200  miles.  Plot  this  8  P.  M.  position  of  the  cyclone 
center  on  your  track  chart,  from  the  8  P.  M.  position  of 
your.vessel. 

You  thus  have  the  position  of  the  cyclone  center  at 
4  P.  M.  and  at  8  P.  M.  plotted  on  your  chart,  and  the  line 
joining  the  two  positions  is  the  track  of  the  center  and 
distance  it  has  moved  in  four  hours. 

Suppose,  again,  that  at  10  P.  M.  the  wind  is  still  from 
SE.  by  E.,  but  the  barometer  stands  .40  inch  below  nor- 
mal, having  fallen  .10  in  two  hours.  Your  position  is 
now  at  the  point  marked  c  on  the  diagram,  found  by  ex- 
actly the  same  course  of  reasoning  as  before,  and  the  cen- 


139 

ter  now  bears  SW.,  distant  about  175  miles.  Plot  this 
10  P.M. position  of  the  cyclone  center  on  your  track  chart, 
from  the  10  P.  M.  position  of  your  vessel.  If  you  have 
been  lying-to,  this  will  evidently  indicate  that  the  storm's 
track  has  recurved,  and  that  you  are  directly  in  front  of 
the  center.  But  no  matter  whether  you  have  been  lying- 
to  or  not,  your  vessel's  track  and  position  at  any  time,  and 
the  track  and  position  of  the  cyclone  center,  are  both 
plotted  on  your  chart,  and  you  can  closely  watch  every 
change  of  relative  position  in  order  to  avoid  the  center 
and  dangerous  semicircle  of  the  hurricane. 


140 


67,  35.    The  Log:  and  Line. 

This  instrument  is  now  known  as  the  "old-fashioned 
log"  on  account  of  the  logs  in  use  now,  having  taken  its 
place  generally;  but  strange  as  it  may  seem,  the  old 
method  of  ascertaining  the  speed  is  still  in  use  on  board 
some  ships.  While  it  is  not  so  convenient  as  the  instru- 
ments more  generally  used  for  the  purpose,  it  gives  the 
speed  correctly  at  the  time  it  is  used. 

With  its  many  disadvantages,  it  has  one  important  ad- 
vantage over  the  logs  now  used.  That  is,  owing  to  its 
simplicity,  one  can  be  very  easily  and  quickly  made  in 
case  the  modern  log  could  not  be  had ;  a  circumstance 
that  most  any  officer  is  liable  to  encounter,  and  for  that 
reason  it  is  necessary  that  every  officer  should  know  how 
to  make  and  use  the  "old-fashioned  log." 

The  contrivance  is  composed  of  the  log  chip,  line,  reel 
and  glass.  The  second  hand  of  a  watch  may  be  used 
in  place  of  the  glass. 

The  Log  Chip. 

This  part  of  the  instrument  consists  of  a  quadrantal 
piece  of  thin  board  about  seven  inches  radius,  the  curved 
side  of  which  is  loaded  with  lead  to  make  it  float  upright. 
One  hole  is  in  each  corner  of  the  chip,  and  through  the 
upper  one  the  log  line  is  rove  and  knotted.  Both  ends 
of  a  piece  of  line  about  ten  feet  long  the  same  size  as  the 
log  line  are  rove  through  the  two  lower  holes  and  form  a 
bridle.  Exactly  in  the  middle  of  the  bridle  a  toggle  is 
seized  and  this  toggle  fits  into  a  socket  seized  on  to  the 


141 


log  line  at  the  same  distance  from  the  chip  as  the  toggle 
is. 

The  object  of  this  toggle  and  socket  is  to  reduce  the 
labor  of  hauling  the  chip  in,  as  the  toggle  will  pull  out 
as  soon  as  the  line  is  checked,  which  is  done  as  soon  as 
the  glass  runs  out.  The  chip  will  then  lie  flat  on  the 
water  and  very  little  strain  will  be  on  the  line. 

The  Time  Glass. 

The  time  glass  may  be  for  any  number  of  seconds. 
Those  used  are  fourteen,  twenty-eight  and  thirty  seconds. 
It  is  not  uncommon  to  find  a  time  glass  in  error  a  second 
or  two,  which  may  be  determined  by  comparison  with  the 
second  hand  of  a  chronometer  or  watch.  When  the  sand 
in  the  glass  is  dry,  it  will  run  faster  than  when  damp. 
Usually  it  will  be  dry  or  damp  according  to  the  weather, 
a  matter  that  must  be  considered. 

The  Log  Line. 

The  line  is  marked  off  at  certain  intervals,  the  length 
of  which  depending  on  the  number  of  seconds  in  the  glass 
used. 

Measuring  from  the  chip,  allow  about  fifteen  fathoms 
for  stray  line,  and  put  in  a  red  rag  as  a  mark.  From  this 
mark  the  knots  are  measured.  Their  lengths  are  as 
follows : 

For  a  fourteen  second  glass,  the  length  of  a  knot  is 
twenty-three  feet  and  seven  and  three  quarter  inches. 

For  a  twenty-eight  second  glass,  the  length  of  a  knot, 
is  forty-seven  feet  and  three  and  one  half  inches. 


142 


For  a  thirty  second  glass,  the  length  of  a  knot  is  fifh 
feet  and  eight  inches  nearly. 

The  line  is  measured  and  marked  when  wet  and  tested 
by  frequent  measurement. 

Put  one  knot  in  the  first  mark,  two  in  the  second  and 
so  on.  For  half  knots  use  a  piece  of  cod  line  without 
any  knots. 

Ij:  the  line  is  marked  for  a  twenty-eight  second  glass 
and  a  fourteen  second  glass  is  used,  it  is  only  necessary 
to  double  the  number  of  knots  run  out  to  get  the  speed. 

The  length  of  knot  is  found  on  page  forty-eight,  by 
using  logarithms  and  the  following  shows  the  same  re- 
sult without  their  use. 

The  proportion  is — As  the  number  of  seconds  (3600)  in 
an  hour  is  to  the  number  of  feet  (6080)  in  a  nautical  mile, 
so  is  the  number  of  seconds  (14,  28  or  30)  in  the  glass  to 
the  number  of  feet  in  a  knot. 


143 

Fourteen  Second  Glass. 

6080 

i  4 

24320 
6080 


3600  )85  120(23- 64 
7200  X i 2 

13120         128 
10800         64 

23200     7.68  =  724  inches,  nearly. 
21600 
16000 
14400 
1600 

The  length  of  a  knot  for  a  fourteen  second  glass  is 
23.64  feet  =  23  feet  7f  inches  nearly. 

Twenty  Eight  Second  Glass. 


48640 
12160 

3600  )  170240(4  7- 29 
14400     Xi2 
26240     58 
25200    29 

10400  3. 48  =  3^4  inches,  nearly. 
7200 
32000 
3  2  4  Q  o 
400 

The  length  of  a  knot  for  a  twenty-eight  second  glass 
is  47.29  feet  =  47  feet  3^  inches  nearly. 


144 


Thirty  Second  Glass. 

6080 

3  o 

3600  )  i  J 
i  I 

5  2  4  o  o  ( 

3   O   O   0 

5  °-6  6 

X    I    2 

5  inches,  nearly. 

• 

24000 
21600 

i  3  2 
6  6 

2400 
2160 

0         7.9    2    =    f 
O 

2400 

The  length  of  a  knot  for  a  thirty  second  glass  is  50.66 
feet  =  50  feet  8  inches  nearly. 

This  log  is  hove  from  the  lee  quarter  and  as  soon  as  the 
red  rag  is  on  the  taffrail,  the  glass  is  turned  and  the  speed 
of  the  ship  will  be  the  number  of  knots  run  over  the  rail 
while  the  sand  in  the  glass  runs  down. 

The  examiner  does  not  as  a  rule  require  the  applicant 
to  perform  this  calculation.  The  answer  to  the  question 
as  given  on  page  29,  is  all  that  is  necessary. 


145 


Compass  Error  and  Deviation  by  Azimuth. 

The  observed  altitude  must  be  corrected  for  instrumen- 
tal error,  semi-diameter,  dip,  refraction  and  parallax.  In 
practice,  the  time  by  the  ship's  clock  is  noted  when  the 
altitude  is  observed,  and  then  by  correcting  time  for  the 
ship's  run  since  last  regulated,  and  apply  the  longitude 
by  account  by  adding  to  the  ship's  time  if  west,  and  sub- 
tracting if  east,  the  Greenwich  time  is  found. 

If  the  local  mean  time  is  given,  the  result  of  applying 
the  longitude  to  it  will  be  Greenwich  mean  time,  and  the 
declination  must  be  taken  from  page  II  of  the  Nautical 
Almanac. 

If  the  local  apparent  time  is  given,  the  result  of  apply- 
ing the  longitude  to  it  will  be  Greenwich  apparent  time, 
and  the  declination  must  be  taken  from  page  I  of  the 
Nautical  Almanac. 

In  some  problems  the  Greenwich  time  is  given  with 
both  the  longitude  and  local  time. 

In  that  case  disregard  the  local  time  except  to  note  if 
A.  M.  or  P.  M.,  and  longitude. 

If  the  Greenwich  time  is  P.  M.,  multiply  the  hourly  dif- 
ference of  the  declination  by  it,  and  the  product  will  be  the 
correction  to  be  added  to  the  declination  if  increasing, 
and  subtracted  if  decreasing. 

If  the  Greenwich  time  is  A.  M.,  subtract  it  from  twelve 
hours,  which  will  give  the  time  from  Greenwich  noon, 
and  with  it  multiply  the  hourly  difference,  and  the  product 
will  be  the  correction  to  be  subtracted  from  the  declination 
if  increasing,  and  added  if  decreasing,  and  the  result  wil) 
be  the  correct  declination. 

In  using  the  azimuth  tables,  only  ^he  local  apparent 


146 


time  is  required,  and  if  not  given  in  the  problem,  it  must 
be  found  from  the  elements  that  are  given,  and  it  may  be 
necessary  to  use  the  equation  of  time,  which  must  be  cor- 
rected by  the  same  rule  given  for  correcting  the  declina- 
tion. Mean  time  cannot  be  used  in  the  azimuth  tables. 

The  problem  of  finding  the  true  azimuth  may  be  in- 
cluded in  the  chronometer  sight,  as  shown  in  the  example 
on  page  35  of  this  work.  If  it  is,  all  the  elements  for  find- 
ing the  true  azimuth  by  calculation  or  by  the  use  of  azi- 
muth tables,  are  the  same  as  used  to  find  the  longitude — - 
that  is,  the  same  altitude,  latitude  and  polar  distance,  etc. 

Add  together  the  polar  distance,  latitude  and  true  alti- 
tude. Divide  the  sum  by  two  and  name  the  result  the 
half  sum.  Take  the  difference  between  the  half  sum  and 
the  polar  distance  and  call  it  the  difference. 

From  Table  44  take  out  the  logarithms  as  follows : 
Latitude,  logarithm  secant. 

Altitude,  '  secant. 

Half  sum,  cosine. 

Difference,  cosine. 

When  the  polar  distance  is  greater  than  eighty-nine  de- 
grees, or  in  other  words,  when  it  is  found  at  the  lower 
left-hand  corner  of  the  page,  do  not  make  the  mistake  of 
using  the  miles  in  the  right  hand  column  of  the  page. 
Use  the  left-hand  column.  Always  take  the  miles  in 
every  case  from  the  column  at  which  the  degrees  are 
found.  It  is  not  necessary  to  correct  these  logarithms 
for  seconds  (")  in  this  calculation. 

Add  these  logarithms  together  and  divide  their  sum  by 
two,  and  the  result  will  be  the  logarithm  cosine  of  half 
the  true  azimuth. 


147 


Ente/  Table  44  with  this  logarithm  and  take  out  the 
degrees  and  miles  corresponding  to  it.  This  will  be  half 
the  true  azimuth,  and  when  multiplied  by  two  will  give 
the  true  azimuth. 

Name  the  true  azimath  north  or  south,  the  same  as  the 
latitude,  and  name  the  other  end  east  if  the  local  time  is 
A.  Mv  and  west  if  P.  M. 

In  taking  half  the  true  azimuth  from  Table  44  corre- 
sponding to  the  logarithm  cosine,  the  degrees  are  always 
taken  from  the  upper  left  hand  corner  or  lower  right 
hand  corner  of  the  page. 

Having  found  the  true  azimuth,  place  the  compass  azi- 
muth under  it,  and  take  their  difference,  which  will  be  the 
compass  error  and  is  named  by  the  following  rule. 

If  the  true  azimuth  is  to  the  left  of  the  compass  azimuth, 
the  error  is  west. 

If  the  true  azimuth  is  to  the  right  of  the  compass  azi- 
muth, the  error  is  east. 

When  the  compass  error  and  variation  are  of  same 
name,  their  difference  will  be  the  deviation. 

When  the  compass  error  and  variation  are  of  different 
names,  their  sum  will  be  the  deviation. 

Looking  towrard  the  north  point  of  the  compass,  the 
deviation  is  named  east  when  the  compass  error  falls  to 
the  right  of  the  variation,  and  west  when  it  falls  to  the 
left. 

This  method  is  correct,  and  would  be  preferred  by  the 
examiner;  but  by  using  the  azimuth  tables  the  applicant 
can  save  considerable  time  and  labor,  and  as  they  are 
allowed  it  would  be  better  to  use  them. 


148 


Stowage  of  Cargo. 

The  examiners  do  not  have  a  regular  list  of  questions 
on  this  subject;  but  they  generally  examine  the  applicant 
orally.  However,  the  following  information  on  the  sub- 
ject will  give  a  proper  answer  to  any  question  given  the 
applicant  at  any  such  examination. 

LOADING  OR  DISCHARGING. 

Keep  the  ship  on  an  even  keel,  and  do  not  break  out 
damaged  cargo  until  surveyed. 

LOADING. 

Clean  the  hold,  clear  the  limbers,  scuppers,  water 
courses  and  pump  wells  before  any  cargo  is  taken  on 
board.  When  not  working  cargo,  the  hatches  or  grat- 
ings should  be  on,  or  there  should  be  a  rope  around  the' 
hatch  to  prevent  any  one  from  falling  into  the  hold. 
Where  the  coamings  are  sufficiently  high,  it  is  not  neces- 
sary to  take  this  precaution. 

DUNNAGE. 

Nine  inches  on  the  floor,  fourteen  inches  in  the  bilge, 
three  inches  in  the  sides  and  two  inches  on  the  between 
decks. 

Dunnage  is  placed  fore-and-aft  in  the  lower  hold  and 
athwartships  in  the  between  decks,  that  any  water  may 
have  a  free  passage. 

CASKS. 
Stow  fore-and-aft,  bilge  and  cantline,  bung  up  and 


149 


bilge  free.     Stow  pipes  three  tiers  high,  puncheons  four 
tiers,  tierces  six  tiers  and  barrels  eight  tiers  high. 

Barrels  are  made  with  their  heads  vertical  and  the  bung 
and  hoop  rivets  in  line. 

TAR,  OIL,  ETC. 

All  such  cargo  should  be  under  and  clear  of  all  cargo 
it  could  damage  in  case  of  leakage. 

* 

CASES. 

The  side  of  a  case  or  box  which  bears  the  mark  is 
known  as  the  top  and  should  be  stowed  that  side  up. 

BALES. 

Stow  on  their  flat  amidships,  marks  and  numbers  up, 
and  on  their  edge  in  the  wing  with  the  marks  inboard. 

ACIDS. 

Stow  on  deck,  that  they  may  be  thrown  overboard  in 
case  of  leakage. 

SPIRITS. 

Stow  where  they  will  not  be  accessible  during  the 
voyage. 

IRON. 

Large  shipments  of  railway  or  pig  iron  are  stowed  grat- 
ing fashion,  that  the  weight  may  be  raised  to  prevent 
rolling.  When  stowed,  torn  it  down. 


150 


Seamanship. 

A  list  of  questions  regarding  this  subject  has  not  been 
prepared,  but  the  examiner  will  if  in  his  judgment  it 
is  necessary,  ask  such  questions  of  the  applicant  as  may 
best  prove  his  knowledge  of  and  experience  in  sailing 
vessels. 

Such  questions  are  not  given  those  whose  sailing  ship 
experience  is  sufficient  and  beyond  doubt,  and  they  are 
not  given  those  who  apply  for  steamship  license  only.  tt 

However,  it  would  be  a  waste  of  time  for  an  applicant 
to  attempt  to  obtain  a  sailing  ship  license  if  he  is  not  a 
sailor  with  proper  experience. 

Before  requesting  an  examination,  the  applicant  should 
be  able  to  handle  the  problems  and  write  the  answers  to 
the  questions  given  in  this  work. 


151 


System  of  Buoyage  Adopted  in  United  States  Waters. 

The  examiners  sometimes  ask  questions  of  the  appli- 
cant regarding  this  subject.  However,  it  is  matter  that 
should  fall  within  every  officer's  knowledge. 

The  following  order  is  observed  in  coloring  and  num- 
t>ering  the  buoys  in  United  States  waters,  viz : 

1.  In   approaching  the   channel,   etc.,    from   seaward, 
RED  BUOYS,  with  EVEN  NUMBERS,  will  be  found  on  the 
STARBOARD  side  of  the  channel,  and  must  be  left  on  the 
STARBOARD  hand  in  passing  in. 

2.  '  In   approaching  the   channel,  etc.,   from   seaward, 
BLACK  BUOYS,  with  ODD  NUMBERS,  will  be  found  on  the 
PORT  side  of  the  channel,  and  must  be  left  on  the  PORT 
hand  in  passing  in. 

3.  BUOYS  painted  with  RED  and  BLACK  HORIZONTAL 
STRIPES   will  be  found   on   OBSTRUCTIONS,   with   channel 
ways  on  ekher  side  of  them,  and  may  be  left  on  either 
hand  in  passing  in. 

4.  BUOYS  painted  with  WHITE  and  BLACK  PERPENDIC- 
ULAR STRIPES  will  be  found  in  MID-CHANNEL  and  must 
be  passed  close-to  to  avoid  danger. 

All  other  distinguishing  marks  to  buoys  will  be  in 
addition  to  the  foregoing,  and  may  be  employed  to  mark 
particular  spots,  a  description  of  which  is  given  in  the 
printed  list  of  buoys. 

Perches,  with  balls,  cages,  etc.,  will,  when  placed  on 
buoys,  be  at  turning  points,  the  color  and  number  indi- 
cating on  what  side  they  shall  be  passed. 

Nun  buoys,  properly  colored  and  numbered,  are  usually 


152 


placed  on  the  starboard  side,  and  can  buoys  on  the  port 
side  of  channels. 

Day  beacons,  stakes,  and  spindles  (except  such  as  are 
on  the  sides  of  channels,  which  will  be  colored  like  buoys) 
are  constructed  and  distinguished  with  special  reference 
to  each  locality,  and  particularly  in  regard  to  the  back- 
ground upon  which  they  are  projected. 

Wherever  practicable,  the  towers,  beacons,  buoys, 
spindles,  and  all  other  aids  to  navigation,  are  arranged 
in  the  buoy  list  in  regular  order  as  they  are  passed  by 
vessels  entering  from  sea. 

The  positions  of  the  buoys  enumerated  in  the  buoy  list 
are  shown  on  the  charts  of  the  United  States  Coast  and 
Geodetic  Survey,  which  are  kept  corrected  from  informa- 
tion furnished  by  the  Inspectors  of  the  Lighthouse  Dis- 
tricts, for  the  changes  in  the  aids  to  navigation  rendered 
necessary  from  time  to  time  to  indicate  the  best  channels. 

In  winter  when  whistling  buoys,  bell  buoys,  lighted 
buoys,  can  buoys,  and  nun  buoys  are  in  danger  of  being 
carried  away  by  ice,  they  are  taken  up  and  replaced  by 
spar  or  spar-shaped  buoys. 

White  buoys  are  used  to  mark  anchorages,  dumping 
grounds,  etc.,  and  when  so  used  are  described  in  the  Coast 
Pilot  and  buoy  list  for  the  district. 

The  use  of  a  yellow  buoy  to  mark  a  quarantine  station 
is  not  uncommon. 

(See  illustration  on  next  page  showing  symbols  and 
abbreviations  used  on  charts.) 


Lighthouse .'< , 4* 

lighthouse  on  amaH  scale  chart  •       Ol&light,  tower v..« 

Beacon, ,  lighted ft     Beac0n,not~tighted,. , A 

Spindle  (or  stake  ) i      add,  word,  Spindle  if  fpace  aZtowy 

Lightship ,. i..... 4j*. 

I     Anchorage «... AM      Wreck , -. ••+•• 

Rock  awash  at  "Low  water *•    Sunken  rock , ,* 

Life  Saving  Station, ,+  LS.S.    (T) signifies  connection,  wifh 

telegraphic  oyatem,. 


Jffb  bottom,  at  2O  Fathom*  ..............  -..,  ......................  .  ..............  .-,  .....  ~$Q  etc 

Reci  Inuoy     •     or  add,  word,  'white   or  yellow  as  required. 

JBlach  buoy.  ......................................  .  ...............  .  ..........................  ,  .............  T 

ZforizonUdty  striped,  buoy  .............  >,..,  .....  •,..,  .............  ........  ,  .....................  I 

Perpendicularly  atripvd,  buuty.,  „....;....,  ........  ^....,  .....................................  t 

Ihtoya   with  percli,  and-   *<jrw.or«...».,.  ............  ...........  ...................  ...lilV 

Buoys   with,  perch   ortd   baXL  .....  ,.-.;,  .............................................  Ill  8 

Lightedbuoy.  .............  ,..«  ......  ,....#       in,  place  of    •/    o«..  *............  ^    etc. 

Mooring  buoy.  ......  .  ..............  .  ...........  ...  .........  .v.  „.'..,  ..........  »-....,  .......  .  ..............  & 

Landmark^  a*  Cupola,.  Standptpe,  etet...  .......  ......  ;  .................  .>..,  ..........  O 

Whirlpool  ............  .  .............  .  .............  ,  .........................................  -,....4  .........  @ 

Tide  rip......  ..........  ........  ................  ,.-  ............................................  •  .....  ^rljL-Cr^ 

Current,  not  tidal  ,  drift  in.  knots  a*...,  .......  .  ................  »)     •      2.0  -  * 

*   .  floods.first  quarter,  drift  in,  knot*,  a*  ...............  -  O.4    ••      »  > 


«.     •       .third,  »         ^         •»  ,  _________  ,...—*  -  O.3  —  -H*-> 

.  efcfc.*,,..,,.,.  ..........  rt,  -  .  otherwise  like   flood. 


154 

INTERNATIONAL  CODE. 

This  code  consists  of  27  flags,  as  follows  :  2  burgees,  5  pennants, 
19  square  flags  and  the  code  pennant,  making  27  in  all,  and  are 
described  as  follows  : 

Code  pennant,  red  and  white  in  5  alternate  stripes. 

BUKGEES. 

A      White — blue,  in  two  vertical  stripes0 
B      Red. 

PENNANTS. 
C      White  with  red  spot. 

D  Blue  with  white  spot. 

E  R^d— white — blue,  in  three  vertical  stripeb, 

P  Red,  with  white  right  cross. 

G  Yellow — blue,  in  two  vertical  stripes. 

SQUARE  FLAGS. 

//  White — red,  in  two  vertical  stripes. 

/  Yellow, -with  black  spot  in  centre. 

J  Blue — white — blue,  in  three  horizontal  stripe& 

K  Yellow — blue,  in  two  vertical  stripes. 

L  Blue  and  yellow  in  four  alternate  checks. 

M  Blue,  with  white  diagonal  cross. 

N  Blue  and  white  in  sixteen  alternate  checks. 

0  Yellow  and  red  in  two  diagonal  stripes. 

P  Blue  with  white  centre. 

Q  Yellow — Quarantine. 

11  Red  with  yellow  right  cross. 

8  White  with  blue  centre. 

T  Red — white — blue  in  three  vertical  stripes= 

U  Red  and  white  in  four  alternate  checks. 

V  White  with  red  diagonal  cross, 

W  Blue — white — red  in  three  borders. 

\X  White,  with  blue  right  cross. 

7  Yellow  and  red  in  ten  diagonal  stripes. 

Z  Black — yellow — blue — red,  each  color  triangular  shaped. 

To  open  communication,  show  the  ensign  with  the  Code  Pennant 
under  it0 

When  using  the  Code  Pennant  as  an  Answering  Pennant,  hoist  h 
by  itself  where  best  seen. 


155 


To  Find  Longitude  by  a  Star. 

In  this  observation,  the  altitude  is  observed  and  cor- 
rected the  same  as  in  that  of  the  sun,  except  that  in  deal- 
ing with  stars,  parallax  and  semi-diameter  are  not  taken 
into  account  because  they  are  too  small  for  consideration. 

The  time  by  chronometer  is  noted  and  corrected  in  the 
usual  way.  If  the  Greenwich  time  should  be  P.  M.,  it  is 
astronomical  time  as  it  stands.  If  it  is  A.  M.,  add  twelve 
hours  to  it  and  put  the  date  back  one  day. 

The  declination  is  taken  from  pages  248,  249  or  250,  of 
the  Nautical  Almanac,  and  if  it  has  the  sign  -f- ,  it  is 
north,  and  if  the  sign  is  — ,  the  declination  is  south. 

The  declination  requires  no  correction,  and  when  taken 
from  the  Nautical  Almanac,  is  at  once  applied  to  ninety 
degrees  to  obtain  the  polar  distance. 

From  the  same  page  of  the  Nautical  Almanac  from 
which  the  declination  is  taken,  the  star's  right  ascension 
will  be  found. 

In  this  observation  it  is  better  to  use  the  astronomical 
date,  which  is  fully  explained  in  dealing  with  the  Pole 
Star. 

From  the  last  column  on  page  II  of  the  Nautical  Al- 
manac, take  the  sidereal  time.  Enter  Table  9  with  the 
Greenwich  mean  time  of  observation  expressed  astro- 
nomically, and  take  out  the  corresponding  correction  and 
add  it  to  the  above  mentioned  sidereal  time.  The  result 
will  be  the  correct  sidereal  time. 

Add  together  the  true  altitude,  latitude  and  polar  dis- 
tance, and  divide  the  sum  by  two.  The  result  will  be  the 


156 


half  sum  and  from  the  half  sum,  subtract  the  true  altitude 
to  obtain  the  remainder. 

Take  from  Table  44  the  logarithms,  the  same  as  in  the 
observation  of  the  sun,  and  find  the  hour  angle  which 
must  always  be  taken  from  the  P.  M.  column  of  Table  44. 

If  the  star  is  west  of  the  meridian,  add  its  right  ascen- 
sion to  the  hour  angle ;  but  if  the  star  is  east  of  the  meri- 
dian, subtract  the  star's  hour  angle  from  the  star's  right 
ascension,  and  if  the  right  ascension  is  too  small,  add 
twenty-four  hours  to  it,  and  the  result  will  be  the  right 
ascension  of  meridian.  From  the  right  ascension  of 
meridian,  subtract  the  corrected  sidereal  time  or  right 
ascension  of  mean  sun ;  but  if  the  right  ascension  of 
meridian  is  too  small,  add  twenty-four  hours  to  it,  and  the 
result  will  be  the  local  astronomical  mean  time  at  ship. 
The  difference  between  the  local  astronomical  mean  time 
and  Greenwich  astronomical  mean  time  will  be  the  longi- 
tude in  time,  and  this  is  turned  into  degrees,  etc. 

It  is  not  probable  that  the  examiners  will  give  the  ap- 
plicant this  problem,  either  to  work  or  write  about. 
However,  they  can  if  they  wish  to. 


157 


Latitude  by  Meridian  Altitude  of  a  Fixed  Star. 

The  star's  meridian  altitude  is  observed.  Correct  it 
for  instrumental  error,  dip  and  refraction  which  will  give 
the  true  altitude.  Subtract  the  true  altitude  from  ninety 
degrees  and  the  result  will  be  the  zenith  distance  and  is 
named  contrary  to  the  star's  bearing.  If  the  zenith  dis- 
tance and  declination  from  pages  248,  249  or  250,  of  the 
Nautical  Almanac  are  both  north  or  both  south,  add  them 
together  and  their  sum  will  be  the  latitude.  If  one  is 
north  and  the  other  south,  their  difference  will  be  the  lati- 
tude and  takes  the  name  of  the  greater. 

Among  navigators  it  is  customary  to  compute  the  time 
the  desired  star  will  pass  the  meridian  and  its  approximate 
meridian  altitude. 

To  find  the  time  a  star  will  pass  the  meridian,  subtract 
the  sun's  right  ascension,  from  page  I  of  the  Nautical 
Almanac,  from  the  star's  right  ascension,  and  the  result 
will  be  the  local  apparent  time  of  the  star's  meridian  pas- 
sage. If  the  local  mean  time  of  the  star's  meridian  pas- 
sage is  required,  use  the  sidereal  time  from  page  II  of  the 
Nautical  Almanac,  instead  of  the  sun's  right  ascension. 
If  the  star's  right  ascension  is  less  than  that  of  the  sun, 
it  must  be  increased  by  twenty-four  hours. 

To  compute  the  meridian  altitude,  subtract  the  latitude 
by  account  from  ninety  degrees,  which  will  give  the  co- 
latitude.  If  the  latitude  and  declination  are  of  same 
name,  add  the  declination  to  the  co-latitude.  If  they  are 
of  different  name,  take  their  difference  and  the  result  will 
be  the  true  meridian  altitude.  To  this  add  the  dip  and 
refraction  and  apply  the  instrumental  error  contrary  to 


158- 


its  sign,  and  the  result  will  be  approximately  the  altitude 
the  observer  will  obtain.  If  the  observed  altitude  is  much 
different  from  the  computed  one,  it  is  due  to  an  error  in 
the  latitude  by  account. 

It  is  rot  probable  that  the  examiners  will  give  the  ap- 
plicant this  problem  to  either  work  or  write  about ;  but 
can  if  thev  wish  to. 


159 


NORTH  ATLANTIC  OCEAN— BRITISH  ISLANDS  AND 
NEW  YORK. 

Steamship  Routes. 

Information  has  been  received  from  the  Cunard  Steam- 
ship Company,  Liverpool,  that  the  principal  British  and 
Continental  steamships  will  in  future  follow  the  follow- 
ing routes  between  the  British  islands  and  New  York : 

Outward  routes. — From  January  15  to  August  15,  both 
days  inclusive,  from  Fastnet  or  Bishop  rock,  steer  on  a 
Great  circle  course  (nothing  to  the  southward)  to  cross 
the  meridian  of  47°  W.  in  latitude  42°  N.  Hence,  either 
by  rhumb  line  or  Great  circle  (or  even  north  of  Great 
circle  if  an  easterly  current  is  encountered)  to  a  position 
south  of  Nantucket  lightvessel,  thence  to  Fire  Island 
lightvessel  when  bound  to  New  York,  or  to  Five  Fathom 
Bank  south  lightvessel  when  bound  to  Philadelphia. 

From  August  15  to  January  14,  both  days  inclusive, 
from  Fastnet  or  Bishop  rock,  steer  on  a  Great  circle  course 
(nothing  to  the  southward)  to  cross  the  meridian  of 
49°  W.  in  latitude  46°  N.,  thence  by  rhumb  line  to  cross 
the  meridian  of  60°  W.  in  latitude  43°  N.,  thence  also  by 
rhumb  line  to  a  position  south  of  Nantucket  lightvessel, 
thence  to  Fire  Island  lightvessel  when  bound  to  New 
York,  or  Five  Fathom  Bank  south  lightvessel  when 
bound  for  Philadelphia. 

Homeward  routes. — At  all  seasons  of  the  year,  steer 
a  course  from  Sandy  Hook  lightvessel,  or  Five  Fathom 
Bank  south  lightvessel,  to  cross  the  meridian  of  70°  W., 
nothing  to  the  northward  of  latitude  40°  10'  N. 


100 


From  January  15  to  August  23,  both  days  inclusive, 
steer  from  latitude  40°  10'  N.  and  longitude  70°  W.  by 
a  rhumb  line  to  cross  the  meridian  of  47°  W.  in  latitude 
41°  N.,  and  from  this  last  position  nothing  north  of  the 
Great  circle  to  Fastnet  when  bound  to  the  Irish  channel, 
or  nothing  north  of  the  Great  circle  to  Bishop  rock  when 
bound  to  the  English  channel. 

From  August  24  to  January  14,  both  days  inclusive, 
steer  from  latitude  40°  10'  N.,  longitude  70°  W.,  to  cross 
the  meridian  of  60°  W.  in  latitude  42°  N.,  thence  by 
rhumb  line  to  cross  the  meridian  of  45°  W.  in  latitude 
46°  30'  N.,  and  from  this  last  position  nothing  north  of 
the  Great  circle  to  Fastnet  when  bound  to  the  Irish 
channel,  and  as  near  as  possible  to,  but  nothing  to  the 
northward  of,  the  Great  circle  to  Bishop  rock,  always 
keeping  south  of  the  latitude  of  Bishop  rock  when  bound 
to  the  English  channel. 

HYDROGRAPHIC  OFFICE. 

December,  1898* 


EXTRACT  OF  THE 
GENERAL  RULES  AND  REGULATIONS 

PRESCRIBED  BY  THE 

BOARD  OF  SUPERVISING  INSPECTORS 


162 


RULE  III.— LIFEBOATS. 

Drawings,  Specifications,  Name  Plate. 

1.  Builders  of  lifeboats  shall  furnish  the  Supervising 
Inspector-General  with  drawings  and  specifications  show- 
ing and  explaining  the  construction  of  the  same,  and  the 
physical  characteristics    (tensile  strength  and  ductility) 
of  the  metal  used.     They  shall  also  affix  a  plate  or  other 
device  to  each  boat,  having  thereon  the  builder's  name, 
number  of  boat,  date  of  construction  of  boat,  cubical 
contents  of  boat,  and  number  of  persons  said  boat  will 
carry,  as  determined  by  the  rules  of  the  Board  of  Super- 
vising Inspectors. 

This  section  shall  apply  to  all  boats  built  after  June  30, 
1905. 

Construction. 

2.  All  lifeboats  shall  be  substantially  built. 

Metallic  lifeboats  of  20  feet  length  and  under  shall  be 
constructed  of  metal  of  not  less  thickness  than  No.  18 
wire  gauge.  Boats  20  to  24  feet  in  length  shall  have  a 
thickness  of  metal  not  less  than  No.  16  wire  gauge  for 
their  middle  half  length,  and  their  ends  of  not  less  than 
No.  1 8  wire  gauge.  Boats  longer  than  24  feet  shall  be 
built  according  to  specifications  approved  by  the  Super- 
vising Inspector-General.  The  wire-gauge  numbers  given 
in  this  paragraph  are  Birmingham  standard. 

The  air  tanks  of  all  metallic  lifeboats  built  after  June 


163 


30,  1906,  shall  be  provided  with  air-pump  connections  of 
one-half  inch  outside  diameter,  for  the  purpose  of  testing 
the' air-tightness  of  said  tank. 

All  seams  and  joints  shall  be  properly  double 
riveted. 

All  lifeboats  shall  have  air-tight  tanks  of  sufficient 
capacity  to  float  boats  when  full  of  water  and  when 
loaded  to  allowed  capacity. 

Only  countersunk-headed  rivets  shall  be  used  in  the 
construction  of  metallic  lifeboats. 

The  above  provisions  of  this  section  shall  take  effect 
only  as  to  boats  constructed  after  June  30,  1905. 

All  joints  of  the  air  tanks  shall  be  both  riveted  and 
soldered. 

All  metallic  lifeboats  hereafter  built  shall  be  furnished 

with  an  automatic  plug. 

* 

Equipments  Required  on  Lifeboats. 

3.  All  lifeboats  shall  have  the  following  equipment :  A 
properly  secured  life  line  the  entire  length  on  each  side, 
and  such  line  must  be  festooned  with  a  seine  float  in  each 
bight,  the  bights  to  be  not  longer  than  3  feet ;  at  least  2 
life-preservers,  or  wooden  life  floats  where  the  same  are 
allowed  by  law ;  i  boat  painter  of  not  less  than  2 %-inch 
manila  rope  (about  .9  inch  diameter),  properly  attached 
and  of  a  suitable  length ;  a  full  complement  of  oars,  and  2 
spare  oars  of  suitable  length ;  not  less  'than  4  rowlocks 
and  2  spare  ones,  all  attached  to  the  boat ;  i  steering  oar, 
with  rowlock  or  becket,  or  i  rudder,  with  yoke  and  suit- 


164 


able  yoke  ropes ;  i  boat  hook,  and  i  bucket  with  lanyard 
attached,  and  on  wooden  boats  2  plugs  for  each  drain 
hole,  attached  with  lanyard  or  chain. 

Lifeboats  required  on  ocean  vessels  of  150  gross  tons 
and  over  shall  be  equipped  with  2  life  lines,  a  painter,  rud- 
der, yoke,  and  yoke  ropes,  as  already  specified  in  this 
section,  also  a  full  set  of  oars  and  rowlocks,  i  spare  oar 
and  rowlock,  i  steering  oar,  with  rowlock  or  becket,  2 
boat  hooks,  i  bailer,  i  bucket;  i  lugsail,  with  sheet,  tack, 
and  reef  earings,  in  a  water-tight  canvas  bag ;  i  mast  and 
i  yard,  with  necessary  rigging,  i  boat  compass,  i  lantern, 
i  gallon  can  of  illuminating  oil,  at  least  i  box  of  matches 
wrapped  in  a  waterproof  package  and  carried  in  a  box 
attached  to  the  underside  of  the  stern  thwart,  i  breaker 
of  fresh  water  of  at  least  15  gallons'  capacity,  i  sealed  tin 
containing  25  pounds  of  hard  bread,  i  waterproof  can- 
vas bag  6  inches  diameter  and  15  inches  long  containing 
palm  and  needles,  sail  twine,  marline,  marline  spike,  hat- 
chet, smoker's  flint  and  steel,  a  small  bottle  of  spirits  of 
turpentine  for  priming  lantern  wicks.  Every  such  life- 
boat shall  also  be  provided  with  6  night  distress  signals 
in  a  metallic  case. 

Distress  signals,  when  fired  by  friction  devices,  are 
allowed  when  stowed  in  nietal  cases  and  protected  by 
cotton  at  the  end  and  so  arranged  as  to  be  reversible  be- 
fore applying  friction. 

Provided,  That,  on  all  pleasure  steamers  and  on  all 
other  steamers  of  over  150  gross  tons,  but  not  exceeding 
750  gross  tons,  limited  by  their  certificates  of  inspection 
to  routes  of  not  more  than  15  miles  from  any  harbor,  on 


165 


the  ocean,  the  lifeboats  of  180  cubic  feet  capacity  and 
over  shall  be  equipped  as  required  for  lifeboats  on  ocean 
vessels,  and  all  lifeboats  of  less  than  180  cubic  feet  capac- 
ity on  steamers  referred  to  in  this  proviso  shall  be 
equipped  as  required  in  the  first  paragraph  of  this  section 
for  all  lifeboats. 

4.  All  lifeboats  shall  be  fitted  with  such  davits  and  gear 
as  will  enable  the  boats  to  be  safely  launched  in  less  than 
two  minutes  from  the  time  the  clearing  away  of  the  boats 
is  begun. 

All  lifeboats  on  vessels  carrying  passengers  for  hire 
must,  if  practicable,  be  carried  under  substantial  davits 
or  cranes;  but  if  it  is  not  practicable  so  to  carry  all  the 
lifeboats  required,  the  remainder  must  be  stowed  near  at 
hand,  so  as  to  be  easily  and  readily  launched. 

All  boats  under  davits  must  be  arranged  so  that  they 
can  be  simultaneously  launched.  Each  lifeboat  carried 
under  davits  must  be  provided  with  two  separate  davits. 
When  a  single  crane  is  properly  adapted  to  lower  a  life- 
boat, it  may  be  allowed  to  take  the  place  of  the  two 
davits.  Such  davits  or  cranes,  and  the  blocks  and  the 
falls  thereof,  on  all  passenger  vessels  except  ferryboats, 
must  be  of  sufficient  strength  to  carry  the  boat  with  its 
full  load. 

It  shall  be  the  duty  of  the  master  or  officer  in  charge 
of  all  such  vessels  to  see  that  the  boat  davit  falls  shall  at 
all  times  be  in  readiness  for  immediate  use,  and  protected 
from  ice,  and  not  painted,  and  such  boat  davit  falls  on  all 
boats  not  swung  out  at  boat  drills  shall  be  cut  adrift  and 
^verhaukd ;  and  it  shall  be  unlawful  to  stow  in  any  life- 


166 


boat  articles  other  than  those  required  by  law  and  regula- 
tions. 

Lifeboats  must  be  stripped,  cleaned,  painted,  and  thor- 
oughly overhauled  at  least  once  in  every  year.  All  life- 
boats shall  have  their  cubical  contents  painted  on  the 
stem  in  black  letters  and  figures  not  less  than  three- 
fourths  of  an  inch  high  on  a  white  ground. 

The  lifeboat  referred  to  in  the  table  [sec.  13,  Rule  III] 
for  passenger  steamers  of  10  tons  or  under  must  be  either 
carried  or  towed  at  all  times  when  being  navigated  with 
passengers  on  board. 

Carrying  Capacity  and  Size  of  Lifeboats. 

5.  The  capacity  of  all  lifeboats  shall  be  determined  by 
the  following  rule :  Measure  the  length  and  breadth  out- 
side of  the  planking  or  plating  and  the  depth  inside  at  the 
place  of  minimum  depth.  The  product  of  these  dimen- 
sions multiplied  by  .6  resulting  in  the  nearest  whole  num- 
ber shall  be  deemed  the  capacity  in  cubic  feet. 

To  determine  the  number  of  persons  a  boat  is  to  carry, 
divide  the  result  by  10  for  ocean,  lake,  bay,  and  sound 
steamers,  and  for  river  steamers  divide  the  result  by  8 : 
Provided,  however,  That  such  boats  shall  in  all  cases  have 
sufficient  room,  free  board,  and  stability  to  safely  carry 
such  number  of  persons,  which  fact  must  be  determined 
by  actual  experiment  in  the  water  at  the  time  of  the  first 
inspection  of  said  boats  after  the  passage  of  this  rule, 
Where  a  vessel  is  carrying  boats  of  different  types  or 
capacities,  at  least  one  boat  of  each  type  or  capacity  shall 
be  so  tested. 


167 


The  carrying  capacity  of  a  boat  20  feet  in  length,  6  feet 
in  breadth,  and  2  */2  feet  in  depth  will  be  determined  as 
follows : 

For  ocean,  lake,  bay,  and  sound  steamers. 

20  X  6  X  2!  X  .6       180 

-  = =  1 8  persons. 

10  10 

180 
For  river  steamers,  same  boat,  —^-  =  22  persons. 


Lifeboats  required  on  ocean  vessels  of  150  gross  tons 
and  over  shall  be  of  suitable  dimensions  and  of  not  less 
than  180  cubic  feet  capacity. 

Provided,  That  all  pleasure  steamers,  and  all  other 
steamers  over  150  tons  but  not  exceeding  750  tons, 
limited  by  their  certificates  of  inspection  to  routes  not 
more  than  15  miles  from  any  harbor,  shall  not  be  required  • 
to  have  more  than  one  of  the  lifeboats  to  be  of  180  cubic 
feet  capacity.  Nothing,  however,  in  this  proviso  shall 
exempt  any  such  steamer  from  carrying  the  aggregate  cu- 
bic feet  of  lifeboat  capacity  provided  for  by  the  tables. 

Provided  further,  That  the  supervising  inspector  of  the 
district  may,  in  exceptional  cases,  permit  lifeboats  of  less 
than  1 80  cubic  feet  as  a  substitute  for  said  boat  on  steam- 
ers where  the  crew  is  insufficient  to  properly  handle  a  boat 
of  that  size,  or  where  there  is  lack  of  space  to  properly 
carry  so  large  a  lifeboat,  but  in  every  such  case  the 
steamer  must  be  provided  with  one  or  more  lifeboats 
efficient  in  character  and  large  enough  to  carry  every 
person  on  board. 


168 


Lifeboats  Required. 

6.  Lifeboats  required  on  vessels  of  50  gross  tons  or 
over  not  carrying  passengers  for  hire. 

All  vessels  of  50  gross  tons  or  over  not  carrying  pas- 
sengers, navigated  under  the  provisions  of  Title  LII,  Re- 
vised Statutes  of  the  United  States,  shall  at  all  times  be 
equipped  with  sufficient  boat  capacity  to  carry  the  crew  of 
said  vessel  with  safety,  capacity  to  be  determined  by  the 
rules  of  the  Board  of  Supervising  Inspectors :  Provided, 
That  steamers  of  less  than  150  tons  gross,  while  engaged 
exclusively  in  harbor  towing,  may  substitute  one  or  more 
life  rafts  for  the  lifeboats  required,  when  the  lifeboats 
interfere  with  the  practical  operation  of  the  steamer,  and 
such  substitution  may  be  made  with  safety,  it  being  un- 
derstood that  when  such  vessel  engages  in  service  other 
than  harbor  towing  she  must  be  equipped  with  boats  as 
required  by  the  rules  and  regulations. 

7.  Boats  required  on  vessels  of  less  than  50  gross  tons 
not  carrying  passengers  for  hire. 

All  vessels  of  less  than  50  gross  tons,  navigated  under 
the  provisions  of  Title  LII,  Revised  Statutes  of  the 
United  States,  and  not  carrying  passengers,  must  be 
equipped  with  boats  or  rafts  as  in  the  opinion  of  the  in- 
spectors may  be  necessary  to  secure  the  safety  of  all  per- 
sons on  board  in  case  of  disaster. 

8.  Lifeboats  required  on  vessels  carrying  passengers 
for  hire,  fire  boats,  stern-wheel  toivboats.     Working  boat 
and  metal  lifeboat. 

All  vessels  inspected  under  the  provisions  of  Title  LIIf/ 


169 


Revised  Statutes  of  the  United  States,  carrying  pas- 
sengers for  hire,  shall  be  required  to  be  provided  with 
lifeboats  according  to  the  following  tables:  Provided, 
That  no  vessel  shall  be  required  to  have  more  lifeboat 
capacity  than  sufficient  to  carry  all  the  passengers  and 
crew  allowed  by  the  certificate  of  inspection.  And  at 
least  one  lifeboat  shall  be  of  metal,  unless  exempted  by 
the  supervising  inspector  of  the  district  where  the  vessel 
was  last  inspected :  It  is  further  provided,  That  all  such 
vessels  of  50  gross  tons  and  upward  must  have  one  work  • 
ing  boat  in  addition  to  the  lifeboats  required :  Provided, 
That  all  steamers  that  are  used  exclusively  as  fire  boats 
and  connected  or  belonging  to  a  regularly  organized  fire 
department  shall  not  be  required  to  carry  the  lifeboats 
required  by  the  following  tables,  but  shall  be  required  to 
carry  such  boats  or  rafts  as  in  the  judgment  of  the  local 
inspectors  or  supervising  inspectors  may  be  necessary  to 
carry  the  crew :  Provided,  That  stern  wheel  towboats 
engaged  exclusively  in  the  business  of  towing  shall  not  be 
required  to  carry  the  boats  technically  known  as  lifeboats, 
described  in  this  Rule  III,  or  metallic  lifeboats,  but  shall 
be  required  to  carry  such  boats  only  as,  in  the  judgment 
of  the  local  inspectors,  will,  by  their  number,  capacity, 
character,  and  equipment,  fully  provide  for  the  safety  of 
the  crew  of  the  vessel. 


9.  Cubical  capacity  of  lifeboats  required  on  passenger  vessels 
navigating  rivers  other  than  the  Red  River  of  the  North, 
rivers  whose  waters  flow  into  the  Gulf  of  Mexico,  and  the 
Yukon  River  and  other  similar  rivers,  the  bars  and  chan- 
nels of  which  are  liable  to  sudden  changes,  except  vessels 
of  150  gross  tons  and  under,  hereinafter  provided  for. 


170 


Cubic  feet 

Vessels  over  150  and  not  over  300  gross  tons 360 

Vessels  over  300  and  not  over  600  gross  tons 540 

Vessels  over  600  and  not  over  900  gross  tons 720 

Vessels  over  900  and  not  over  1,200  gross  tons 900 

Vessels  over  1,200  gross  tons 1,080 

10.  Cubical  capacity  of  lifeboats  required  on  passenger  vessels 
navigating  the  Red  River  of  the  North,  rivers  whose  waters 
How  into  the  Gulf  of  Mexico,  the  Yukon  and  other  similar 
rivers,  the  bars  and  channels  of  which  are  liable  to  sudden 
changes,  excepting  vessels  of  150  gross  tons  and  under, 
hereinafter  provided  for. 

Cubic  feet 

Vessels  over  150  and  not  over  300  gross  tons 240 

Vessels  over  300  and  not  over  600  gross  tons ' 360 

Vessels  over  600  and  not  over  900  gross  tons 480 

Vessels  over  900  and  not  over  1,200  gross  tons 600 

Vessels  over  1,200  gross  tons 720 


II.  Cubical  capacity  of  lifeboats  required  on  passenger  vessels 
navigating  northwestern  lakes,  bays,  and  sounds,  except 
vessels  of  150  gross  tons  and  under,  hereinafter  provided 
for. 


Gross  tons. 

Capacity 
of  boats. 

Gross  tons. 

Capacity 

of  boats. 

Vessels  over  — 
150  and  not  over  200 

Cu.  feet. 
360 

Vessels  over  — 
2,000  and  not  ove 

2,500. 

Cu.feet. 
1,620 

200  and  not  ove    300 

2,500  and  not  ove 

i  800 

300  and  not  ove    400     

720 

3,000  and  not  ove 

3,500. 

i,  080 

400  and  not  ove    500         . 

900 

3,500  and  not  ove 

4,000. 

2,160 

500  and  not  ove    i  ooo 

i,  080 

4,000  and  not  ove 

2,340 

1,000  and  not  ove    1,500  

1,260 

4,500  and  not  ove 

5,000. 

2,835 

1,500  and  not  ove    2  ooo  

i  440 

5,000  and  not  ove 

5,500.. 

2,330 

Steamers  above  5,500  gross  tons  shall  be  furnished  with 
an  additional  boat  of  not  less  than  495  cubic  feet  capacity 
for  each  additional  500  tons  burden  or  fraction  thereof. 


171 


12.  Cubical  capacity  of  lifeboats  required  on  passenger  vessels 
navigating  oceans,  except  vessels  of  150  gross  tons  and 
under,  hereinafter  provided  for. 


Gross  tons. 

Total 
capacity 
of  boats. 

Gross  tons. 

Total 
capacity 
of  boats. 

Vessels  over  — 

Cu.feet. 

Vessels  over  — 

Cu.feet. 

150  and  not  over  200  

540 

9,500  and  not  ove 

10,000.  .  . 

7,920 

200  and  not  over  300  

720 

10,000  and  not  ove 

10,500.  .  . 

8,i4S 

300  and  not  over  400  

i,  080 

10,500  and  not  ove 

11,000..  . 

8,370 

400  and  not  over  500  

1,260 

n,ooo  and  not  ove 

11.500..  . 

8,595 

500  and  not  over  1,000  

1,620 

ii,  500  and  not  ove 

12,000.  .  . 

8,820 

1,000  and  not  over  1,500..  .. 

i,  800 

12,000  and  not  ove 

12,500..  . 

9,045 

1,500  and  not  over  2,000  

2.160 

12,500  and  not  ove 

13,000..  . 

9,270 

2,000  and  not  over  2  500 

13,000  and  not  ove 

2,506  and  not  over  3,000  

13,500  and  not  ove 

14,000.  .  . 

9,495 
9,720 

3,000  and  not  over  3,500  

2  ',880 

14,000  and  not  ove 

14,500... 

9,945 

3,500  and  not  over  4,000  

3,240 

14,500  and  not  ove 

15,000.  .  . 

o,  170 

4,000  and  not  over  5,000  

3,420 

15,000  and  not  ove 

15,500... 

o,395 

5,000  and  not  over  5,500  

3.870 

15,500  and  not  ove 

16,000..  . 

0,620 

5,500  and  not  over  6,000  

4,320 

16,000  and  not  ove 

16,500.  .  . 

0,845 

6,000  and  not  over  6,500  

4,770 

16,500  and  not  ove 

17,000..  . 

1,070 

6,500  and  not  over  7,000  

5,220 

17,000  and  not  ove 

17,500... 

i,295 

7,000  and  not  over  7,500  

5,670 

17,500  and  not  ove 

18,000..  . 

1,520 

7,500  and  not  over  8  ooo  

6,120 

18,000  and  not  ove 

18,  500.  .  . 

I,745 

8.000  and  not  over  8,500  

6,57° 

18,500  and  not  ove 

19,000.  .  . 

1,970 

8,500  and  not  over  g,ooo  

7,020 

19,000  and  not  ove 

19,500  .. 

2,195 

9,000  and  not  over  9,500 

7  4.7O 

19,500  and  not  ove 

20,000.  .  . 

/i4/v-' 

' 

Vessels  of  over  20,000  gross  tons  shall  be  provided  with 
an  additional  boat  capacity  of  225  cubic  feet  for  each  ad- 
ditional 500  gross  tons,  or  fraction  thereof. 


13.  Cubical  capacity  of  boats  required  on  passenger  vessels  of  150 
gross  tons  and  under  navigating  oceans,  lakes,  bays,  sounds, 
and  rivers. 

Cubic  feet 

Vessels  not  over  10  gross  tons 75 

Vessels  over  10  and  not  over  30  gross  tons. 90 

Vessels  over  30  and  not  over  50  gross  tons 120 

Vessels  over  50  and  not  over  100  gross  tons 135 

Vessels  over  100  and  not  over  150  gross  tons 165 


172 


14-  Not  more  than  pne-third  of  the  lifeboat  capacity 
.  required  on  any  vessels  may  be  substituted  by  its  equiva- 
lent in  approved  life  rafts  or  approved  collapsable  (fold- 
ing) lifeboats. 

15.  Lifeboat  not  required  on  steam  vessels  of  5  gross 
tons  or  less  used  for  pleasure  purposes  only. 

All  open  steam  launches  or  other  steam  vessels  of  5 
gross  tons  or  less, 'used  for  pleasure  purposes  only,  shall 
not  be  required  to  carry  a  lifeboat. 

Lifeboats  and  Other  Equipment  Required  on  Sail  Vessels. 

16.  Local  inspectors  inspecting  sail  vessels,   carrying 
passengers  on  the  ocean  or  on  the  high  seas,  under  the 
provisions  of  section  4417,  Revised  Statutes,  as  amended 
by  the  act  of  Congress  approved  March  3,  1905,  shall  re- 
quire such  sail  vessels  to  be  equipped  with  a  life-preserver 
for  every  person  on  board,  passengers  and  crew,  and  with 
lifeboats,  in  accordance  with  the  requirements  of  the  rule 
applying  to  ocean  steamers  carrying  passengers. 

Boats  and  Other  Equipment  Required  on  Barges. 

17.  Barges   carrying  passengers   on   any   routes   shall 
have  a  life-preserver  or  float  for  each  and  every  person 
allowed  to  be  carried,  and  in  addition  thereto  shall  be  sup- 
plied with  10  buckets,  2  barrels  of  not  less  than  40  gal- 
lons  each,   and   3   axes,    i    hand   fire   pump   capable   of 
discharging  100  cubic  inches  of  water  at  each  stroke,  and 
sufficient  length  of  regulation  hose  to  reach  to  all  parts  of 


173 


the  vessel,  and  2  yawl  boats  of  not  less  than  120  feet 
capacity  each,  equipped  with  4  oars  each. 

All  barges  carrying  passengers  shall  be  inclosed  by  a 
good  and  substantial  rail  not  less  than  3  feet  high. 

LIFE  RAFTS. 
,  Drawings,  Specifications,  Name  Plate,  and  How  Marked. 

18.  Builders  of  life  rafts  shall  furnish  the  Supervising 
Inspector-General  with  drawings  and  specifications  show- 
ing and  explaining  the  construction  of  the  same,  and  the 
physical  characteristics    (tensile  strength  and  ductility) 
of  the  metal  used.    They  shall  also  affix  a  plate  or  other 
device  to  each  raft,  having  thereon  the  builder's  name, 
number  of  raft,  date  of  construction  of  raft,  cubical  con- 
tents of  raft,  and  number  of  persons  said  raft  will  carry, 
as  determined  by  the  rules  of  the  Board  of  Supervising 
Inspectors.    This  paragraph  shall  apply  to  all  rafts  built 
after  June  30,  1905. 

There  shall  be  stenciled  in  a  conspicuous  place  on  each 
life  raft  now  in  use  the  number  of  persons  said  life  raft 
can  carry,  as  hereinafter  provided. 

Construction. 

19.  All   life-raft   cylinders   of   more   than    15    feet   in 
length  or  of  more  than  16  inches  in  diameter  shall  be  con- 
structed of  metal  not  less  than  No.  18  Birmingham  wire 
gauge.    No  life-raft  cylinders  shall  be  of  less  thickness  of 
metal  than  No.  20  Birmingham  wire  gauge. 

The  retaining  bands  which  secure  the  cylinders  to  the 


174 


frames  shall  be  made  in  halves  so  that  the  cylinders  may 
be  detached  without  difficulty  for  the  purpose  of  inspec- 
tion, cleaning,  and  painting,  as  required  by  this  section. 

All  life-raft  cylinders,  except  those  6  feet  or  less  in 
length,  must  be  divided  by  water-tight  bulkheads  into  not 
less  than  three  compartments  of  equal  lengths,  and  each 
compartment  shall  be  provided  with  a  suitable  air-pump 
connection,  of  one-half  inch  outside  diameter,  fitted  with 
air-tight  cap. 

The  inspection  of  a  metallic  cylindrical  life  raft  will 
include  the  testing  of  each  compartment  by  air  pressure. 

Only  countersunk-headed  rivets  shall  be  used  in  the 
construction  of  metallic  li'fe  rafts. 

All  seams  and  joints  shall  be  properly  double  riveted. 

The  above  provisions,  of  this  section  shall  take  effect 
only  as  to  life  .rafts  constructed  after  December  31,  1908. 

The  circumferential  as  well  as  the  longitudinal  seams 
of  life-raft  cylinders  must  be  riveted,  and  on  rafts  con- 
structed after  June  30,  1905,  shall  also  be  soldered. 

The  framework  connecting  the  cylinders  of  metallic 
life  rafts  must  be  substantially  built  and  capable  of  re- 
sisting the  strain  which  tends  to  break  the  cylinders  apart 
when  the  raft  is  broadside  on  in  surf  or  seaway. 

Life  rafts  must  be  stripped,  cleaned,  painted,  and  thor- 
oughly overhauled  at  least  once  in  every  year. 

Equipments  Required  on  Life  Rafts. 

20.  All  life  rafts  must  be  equipped  with  2  life  lines, 
securely  fastened  to  the  gunwales ;  i  painter,  of  224-inch 
manila  rope  of  a  suitable  length ;  not  less  than  4  oars  of 


175 


suitable  size ;  2  paddles,  each  of  not  less  than  5  feet  in 
length,  the  blade  of  each  to  be  of  not  less  area  than  one- 
half  that  of  the  blade  of  one  of  the  oars  of  such  raft ; 
4  rowlocks;  I  steering  oar,  with  rowlock  or  becket,  and 
i  boat  hook. 

All  the  equipment  mentioned  in  this  section  shall  be 
kept  in  good  condition  for  immediate  use. 

Capacity  of  Collapsable  Boats,  Carley  Life  Floats,  and 

Life  Rafts. 

Engelhardt  Collapsable  Boats. 

21.- Twelve-foot  boat,  except  when  carried  on  davits, 
17  persons. 

Twenty-foot  boat,  except  when  carried  on  davits,  28 
persons. 

Carley  Life  Floats. 


No. 
of 
float. 

Size  of  float. 

Diameter 
of 
tube. 

Minimum 
number  of 
compaat- 
ments. 

Number  of 
persons 
carried  and 
allowed. 

i 

8  by  4  feet  

Inches. 
*4% 

8  by  5  feet        

i61/ 

^ 

10  by  6  feet  

T-7% 

18 

12  by  8  feet  

20/4 

J 

3  feet  6  inches  by  6  fee*" 

8 

g 

6 
7 

3  feet  9  inches  by  6  feet  6  inches  
4  by  7  feet               

13 

8 

8 

7 

8 
9 

4  feet  6  inches  by  7  feet  6  inches  
4  feet  6  inches  bv  8  feet  6  inches  
5  by    8  feet        .  '.  .  .               .     ... 

H 
14 

0 
2 

ii 
13 

ii 

5  by    8  feet  

15 

2 

12 

5  by    9  feet 

\l 

I3 

5  by    o  feet  

I  [j 

J4- 

6  bv    o  feet  .              

16 

28 

16 

6  feet  6  inches  by  10  feet  6  inches.  .  .  . 

17 

31 

15 

7  by    2  feet  

18 

iy 

8  by    2  feet 

18 

Q  by    4  feet  

20 

67 

IQ 

5  by    8  feet  

I4& 

18 

2O 

5  by  10  feet  

T/ 

15^2 

176 


Balso  Wood  Life  Raft. 

II  feet  by  4^  feet,  1 2-inch  cylinders,  7  persons. 

Barstow  Life  Rafts. 


Number  of 

Length  of 
tank. 

Width  of 
tank. 

Depth  of 
tank. 

persons 
carried  and 

allowed. 

Feet. 

Feet. 

Inches. 

H 

6 

M 

36 

14 

5 

H 

36 

12 

5 

*4 

28 

12 

4 

U 

25 

10 

4 

H 

24 

8 

4 

'4 

16 

6 

4 

'4 

'         12 

5 

3 

12 

8 

Cylinder  Life  Rafts,  Approved  Specifications. 


Length 

over  all. 

Width 
outside  of 
guards. 

Diameter 
of 
cylinders. 

Number  of 
persons 
carried  and 
allowed. 

Ft.  in. 

Ft.     in. 

Inches. 

16       8 

6       71A 

22 

28 

16       6 

5       8 

16 

16 

14       o 

5       6 

16 

H 

12          2 

5       7 

16 

14 

8      o 

5       2 

16 

7 

22.  Engelhardt  collapsable  lifeboats,  Carley  life  floats, 
and  the  three  kinds  of  life  rafts  specified  in  the  preceding 
section,  of  different  dimensions  from  the  foregoing,  may 
be  tested  by  the  supervising  inspector  of  the  district  in 
which  they  are  made,  after  their  specifications  have  been 
approved  by  the  Supervising  Inspector-General,  and  al- 
lowed the  number  of  persons  which  they  actually  carry 


177 


in  said  trial,  the  Supervising  Inspector-General  issuing  a 
circular  letter  giving  the  rating  allowed  after  trial  of  each 
new  size. 

The  Engelhardt  collapsable  (folding)  lifeboat  shall  be 
rated  as  a  lifeboat  when  extended  under  the  davits.  One 
nest  of  two  such  lifeboats  shall  be  allowed  under  one  set 
of  davits  on  steam  vessels  of  3,500  to  5,000  gross  tons, 
and  one  nest  of  three  such  lifeboats  shall  be  allowed  on 
steam  vessels  of  5,000  gross  tons  and  upward. 

Engelhardt  collapsable  lifeboats  shall  be  fully  equipped 
as  lifeboats  as  required  by  these  rules  and  regulations, 
and  shall  be  measured  in  accordance  with  the  rules  for 
measuring  lifeboats  (section  5,  Rule  III).  The  depth  of 
the  boat  shall  be  taken  from  the  inside  of  the  bottom 
planking  of  the  bottom.  The  cubical  capacity  thereof 
shall  be  determined  by  multiplying  the  length,  breadth, 
and  depth  together,  and  multiplying  that  product  by  .7. 

LIFE  PRESERVERS. 

23.  Every  vessel  inspected  under  the  provisions  of 
Title  LII,  Revised  Statutes  of  the  United  States,  shall 
be  provided  with  one  good  life-preserver,  having  the  ap- 
proval of  the  Board  of  Supervising  Inspectors,  for  each 
and  every  person  allowed  to  be  carried  on  said  vessel  by 
the  certificate  of  inspection. 

Every  life-preserver  adjustable  to  the  body  of  a  person 
shall  be  made  of  good  cork  blocks  or  other  suitable  ma- 
terial approved  by  the  Board  of  Supervising  Inspectors, 
with  belts  and  shoulder  straps  properly  attached,  and 


178 


shall  be  so  constructed  as  to  place  the  device  underneath 
the  shoulders  and  around  the  body  of  the  person  wearing 
it.  All  such  life-preservers  shall  be  not  less  than  52 
inches  in  length  when  measured  laid  flat;  and  every  cork 
life-preserver  shall  contain  an  aggregate  weight  of  at 
least  6  pounds  of  good  cork,  and  every  life-preserver 
shall  be  capable  of  sustaining  for  a  continuous  period  of 
twenty-four  hours  an  attached  weight  so  arranged  that 
whether  the  said  weight  be  submerged  or  not  there  shall 
be  a  direct  downward  gravitation  pull  upon  said  life- 
preserver  of  at  least  20  pounds. 

All  life-preservers  shall  be  covered  with  material  of 
sufficient  weight  and  strength  to  fully  protect  the  con- 
tents, such  material  to  be  of  a  strength  equivalent  to 
unbleached  cotton  twill  not  less  than  6  ounces  in  weight 
to  a  section  of  30  by  36  inches.  Such  covering  on  each 
life-preserver  shall  be  of  one  piece  only,  and  the  outside 
longitudinal  edges  of  the  covering  at  the  seam  must  be 
turned  to  a  roll  and  closely  rope-stitched.  Each  life- 
preserver  shall  have  two  shoulder  straps  of  heavy  double- 
woven  cotton  tape  i*4  inches  in  width.  Each  strap  shall 
be  made  of  one  piece  only,  and  such  straps  shall  be  not 
less  than  23  inches  net  in  length,  and  shall  be  securely  at- 
tached to  the  covering  of  the  life-preserver  by  not  less 
than  four  rows  of  stitching  and  at  not  less  than  two 
places  for  each  strap,  the  rear  ends  of  the  straps  to  be 
sewed  on  not  less  than  3  nor  more  than  5  inches  from 
the  center  of  the  upper  edge  of  the  jacket,  measured  to 
the  center  of  the  straps.  The  said  shoulder  straps  shall 
be  securely  attached  to  each  other  by  not  less  than  four 


179 


rows  of  stitching  at  the  point  where  they  cross  each  other 
on  the  back,  the  forward  ends  to  be  sewed  on  the  jacket 
in  such  a  position  as  to  allow  it  to  be  opened  out  to  its 
full  length  without  straining  the  cross  seizing.  There 
shall  also  be  on  each  life-preserver  a  breast  or  button 
strap  of  heavy  double-woven  cotton  tape  I  inch  wide  and 
12  inches  long,  one  end  of  which  shall  be  securely  fas- 
tened to  one  shoulder  strap  by  four  rows  of  stitching  at 
a  point  4  inches  above  the  jacket,  and  the  other  end  of 
such  breast  strap  shall  be  doubled  back  2  inches  and  a 
buttonhole  worked  through  both  parts.  A  button  of  non- 
corrosive  material  shall  be  securely  sewed  on  the  other 
shoulder  strap  4  inches  above  the  jacket.  There  shall 
also  be  on  each  life-preserver  a  belt  of  heavy  double- 
woven  cotton  tape  i%  inches  wide,  extending  along  the 
middle  line  on  the  outside  of  the  jacket,  securely  sewed 
to  the  covering  of  the  life-preserver  at  not  less  than  six 
places,  the  end  blocks  being  left  free,  and  the  ends  of 
the  belt  to  extend  12  inches  beyond  the  ends  of  the  jacket. 
All  thread  used  in  the  construction  of  life-preservers 
must  be  linen  of  a  size  and  strength  not  less  than  Bar- 
bour's  three-cord  No.  25  machine  thread.  All  seams  and 
other  machine  sewing  on  life-preservers  shall  be  with  a 
short  lock  stitch,  not  less  than  8  stitches  to  the  inch. 

Blocks  of  compressed  or  consolidated  cork  when  used 
in  life-preservers  must  weigh  in  the  aggregate  not  less 
than  6  pounds  to  each  life-preserver,  and  must  be  so  con- 
structed that  said  blocks  will  sustain,  without  disintegra- 
tion or  substantial  expansion,  a  submersion  test  satis- 
factory to  the  inspector  examining  the  same,  and  that  at 


180 


the  expiration  of  such  test  must  have  the  buoyancy  above 
required.  Where  the  blocks  of  life-preservers  are  made 
up  of  separate  pieces  of  cork,  said  pieces  shall  be  fastened 
with  noncorrosive  materials. 

After  the  approval  of  this  rule  no  life-preserver  shall 
be  passed  at  the  factory  inspection  which  does  not  fulfill 
the  foregoing  requirements,  but  life-preservers  now  in  use 
or  already  passed  at  factory  inspection  may  be  used  on 
board  vessels,  provided  they  are  constructed  in  accord- 
ance with  the  laws  and  regulations  in  force  up  to  the 
date  of  approval  of  this  section,  and  are  in  good  and  ser- 
viceable condition :  Provided,  however,  That  nothing  in 
this  section  shall  be  construed  so  as  to  allow  the  use  after 
May  i,  1905,  of  life-preservers  made  of  kapok  or  loose 
granulated  cork :  Provided,  That  all  block-cork  life-pre- 
servers now  in  use  that  have  been  approved  by  this  Board 
shall  be  passed  by  the  local  inspectors  when  they  are  not 
less  than  48  inches  in  length  and  have  the  other  necessary 
requirements.  Inspectors  are  further  required  to  direct 
such  life-preservers  to  be  distributed  throughout  the  cab- 
ins, staterooms,  berths,  and  other  places  convenient  for 
passengers  on  such  steamers ;  and  there  shall  be  a  printed 
notice  posted  in  every  cabin  and  stateroom  and  in  con- 
spicuous places  about  the  decks,  informing  passengers  of 
the  location  of  life-preservers  and  other  life-saving  ap- 
pliances, and  of  the  mode  of  applying  or  adjusting  the 
same.  Life-preservers  on  passenger,  excursion,  and  ferry 
steamers  when  stowed  overhead  must  be  so  supported 
that  they  can  be  quickly  released  and  distributed  among 
the  passengers,  and  the  inspector  must  satisfy  himself  as 


181 


to  the  efficiency  of  the  means  used  for  such  purpose  by 
actual  experiment.  And  when  such  life-preservers  are 
stowed  overhead  at  a  height  greater  than  7  feet  from  the 
deck  below  efficient  means  must  be  provided  for  such 
immediate  release  and  distribution,  to  be  operated  by  per- 
sons standing  on  the  deck  below. 

The  supervising  inspector  of  the  district  shall  detail  a 
local  or  assistant  inspector  to  any  place  where  life-pre- 
servers are  manufactured,  whose  duty  it  shall  be  to  test 
and  examine  all  life-preservers  manufactured  at  that 
place  and  satisfy  himself  that  such  life-preservers  are  in 
accordance  with  the  requirements  of  the  Board  of  Super- 
vising Inspectors.  When  found  to  be  in  accordance  with 
the  requirements,  the  inspector  shall  stamp  them  with  a 
stamp  bearing  the  initials  of  his  name  and  the  date  of 
examination,  and  certifying  that  they  have  been  ex- 
amined and  passed.  When  life-preservers  are  so  stamped 
it  shall  be  prima  facie  evidence 'that  they  comply  with  the 
requirements  of  law  and  regulations  as  to  their  original 
construction,  and  they  may  thereafter  be  accepted  by  in- 
spectors, in  their  discretion,  as  being  in  accordance  with 
the  rules  and  regulations  of  the  Board  of  Supervising 
Inspectors. 

Use  of  Loose  Granulated  Cork  Life-Preservers  and  Life 
Rafts  and  Kapok  Life-Preservers  Prohibited. 

24.  All  life  rafts  and  life-preservers  made  in  whole  or 
in  part  of  loose  granulated  cork  shall  be  excluded  from 
use  on  all  vessels. 


182 


All  kapok  life-preservers  heretofore  approved  by  this 
Board  shall  be  excluded  from  use  on  all  vessels. 

Provided,  That  this  section  shall  take  effect  on  and 
after  May  i,  1905. 

Wooden  Life  Floats. 

25.  Vessels  navigating  rivers  and  carrying  passengers 
shall  be  allowed  to  use  wooden  floats,  when  made  as  ap- 
proved by  the  Board  of  Supervising  Inspectors,  one  for 
each  deck  or  steerage  passenger. 

When  wooden  life  floats  are  used  in  accordance  with 
the  above  paragraph,  their  dimensions  shall  be  not  less 
than  4  feet  in  length,  14  inches  in  breadth,  and  2  inches 
in  thickness.  The  floats  shall  be  made  of  well-seasoned 
white  pine  or  of  any  other  wood  not  exceeding  white  pine 
in  weight  per  cubic  foot. 

Ring  Buoys. 

26.  Whenever  they  deem  it  necessary  for  the  safety  of 
passengers  or  crew,  inspectors  may  require  a  vessel  to 
carry,  not  to  exceed  four,  ring  buoys,  either  with  or  with- 
out  attached  lines.     It  is  recommended  that  ring  buoys 
hung  on  a  steamer's  gangways  have  the  line  attached  to 
both  the  vessel  and  the  buoy,  and  that  those  hung  on  the 
superstructure  have  no  line  and  be  as  light  as  is  possible 
with  the  necessary  buoyancy. 

Line-Carrying:  Guns,  Rockets,  and  Projectiles. 

27.  All  ocean  steam  pleasure  vessels  and  ocean  steam 
vessels  carrying  passengers,  except  vessels  of  150  gross 
tons  and  under,  shall  be  provided  with  at  least  three  line- 
carrying  projectiles  and  the  means  of  propelling  them, 


183 


such  as  may  have  received  the  formal  approval  of  the 
Board  of  Supervising  Inspectors. 

All  cast  bronze  guns  of  the  Lyle  type,  approved  by  the 
Board  of  Supervising  Inspectors,  January,  1890,  for  use 
on  board  of  steam  vessels  as  a  means  of  propelling  line- 
carrying  projectiles,  shall  be  composed  of  an  alloy  which 
shall  have  a  tensile  strength  of  not  less  than  52,000 
pounds  per  square  inch  of  section  and  a  ductility  of  not 
less  than  26  per  cent.,  as  shown  by  reduction  of  area. 

All  Hunt's  line-carrying  guns,  large ;  Hunt's  line- 
carrying  guns,  small ;  Hunt  guns  No.  2,  and  Lyle  line- 
carrying  guns  shall  be  tested  in  the  presence  of  an  in- 
spector or  assistant  inspector  by  firing  the  same  three 
rounds.  One  round,  at  least,  must  carry  the  regular 
service  projectile,  with  a  service  line  attached,  a  distance 
of  at  least  1,400  feet.  The  other  two  rounds  must  be 
fired  with  the  same  charge  of  powder,  and  the  projectile 
must  have  the  same  weight  as  the  service  projectile,  but 
no  line  need  be  attached. 

Provided,  That  when  the  Hunt  line-carrying  gun, 
small,  is  tested,  the  distance  the  projectile  must  carry  the 
line  need  not  exceed  800  feet. 

At  least  one  sample  of  the  material  shall  be  taken  from 
the  casting  of  each  gun,  and  shall  be  not  less  than  7  inches 
in  length,  2  inches  in  width,  y2  inch  in  thickness,  and  have 
a  section  .5  by  .75  inch  over  a  length  of  2  inches. 

All  samples  shall  be  furnished  to  the  supervising  in- 
spector of  the  district  for  testing,  and  shall  be  accom- 
panied by  an  affidavit  of  the  manufacturer  that  such 
samples  were  taken  from  guns,  each  of  which  shall  be 


184 


distinctly  marked,  so  as  to  be  readily  identified  by  the 
inspectors. 

28.  When  approved  rockets  are  used  instead  of  guns, 
there  shall  be,  in  every  case,  at  least  three  of  said  rockets ; 
and  all  steamers  that  are  required  under  the  law  to  carry 
line-carrying  projectiles  and  the  means  of  propelling  them 
shall  be  supplied  auxiliary  thereto  with  at  least  800  feet 
of  3-inch  manila  line  for  vessels  of  100  to  500  gross  tons 
and  1,500  feet  of  said  line  for  steamers  above  500  gross 
tons,  such  auxiliary  line  to  be  kept  always  ready  for  use 
in  connection  with  the  gun  and  rocket,  and  which  lines 
shall  not  be  used  for  any  other  purpose. 

29.  The  test  rounds  required  by  section  27  must  be 
fired  from  the  gun  when  mounted  on  its  own  carriage, 
lashed  as  it  would  be  in  shipboard  use.    The  line  must  be 
coiled,  faked  or  reeled  in  its  own  faking  box,  or  reel ; 
and  gun,  carriage  and  line  box,  or  reel,  must  all  bear  the 
same  number,  and   must  be  initialed  by  the   inspector, 
whose  report,  giving  number,  date,  and  result,  will  be 
filed  in  the  office  of  the  supervising  inspector  of  the  dis- 
trict in  which  the  test  is  made. 

30.  The  supervising  inspector  shall  furnish  the  manu- 
facturer of  any  -Lyle  or  Hunt  line-carrying  guns  a  copy  of 
the  report  on  each  gun  tested  and  inspected,  as  provided 
in  sections  27  and  29. 

Drill  Required  with  Line-Carrying  Gun. 

31.  The  master  of  every  vessel  equipped  with  a  line- 
carrying  gun  shall  drill  his  crew  in  the  use  thereof,  and 
fire  said  gun  at  least  once  in  every  three  months,  using 


185 


one-half  the  usual  charge  of  powder  and  any  ordinary 
line  of  proper  length. 

It  shall  be  the  duty  of  the  inspectors,  at  the  annual 
inspection,  to  see  that  these  drills  are  entered  on  the  log 
of  the  vessels. 

Drags  or  Floating  Anchors. 

32.  Drags  or  floating  anchors  shall  be  constructed  so  as 
to  be  capable  of  being  compactly  stowed  near  the  head 
of  the  ship. 

Steamers  navigating  the  ocean  must  be  provided  with 
at  least  one  drag,  of  area  as  follows :  For  steamers  of  400 
gross  tons  or  under,  not  less  than  25  superficial  feet ;  for 
steamers  of  over  400  gross  tons,  the  area  of  drag  shall 
not  be  less  than  that  determined  by  adding  to  25  square 
feet  i  square  foot  for  each  additional  25  gross  tons  above 
400  tons.  Example :  The  area  of  a  drag  on  a  vessel  of 
1,000  tons  will  equal: 

,    1,000  —  400  r 

25  +  -  -  =  49  square  feet. 

25  * 

Steamers  of  over  5,000  gross  tons  may  be  equipped 
with  two  or  more  drags,  provided  the  total  area  is  not 
less  than  that  required  by  this  rule.  Steamers  whose 
routes  do  not  extend  off  anchorage  are  not  required  to 
have  drags  or  floating  anchors  on  board. 

Extra  Steering  Apparatus,  Ladders,  Stairways. 

33.  Extra  steering  apparatus,  consisting  of   relieving 
tackles  or  tiller,  must  be  provided  for  all  steamers. 


186 


Every  steamer  or  barge  carrying  passengers  shall  be 
provided  with  suitable  ladders,  where  practicable  for  use, 
to  enable  passengers  to  descend  conveniently  to  the  life- 
boats, such  ladders  to  be  placed  near  each  side  of  the 
vessel. 

Every  steam  vessel  shall  be  provided  with  sufficient 
means  of  escape  from  the  lower  to  the  upper  deck,  or 
vice  versa,  and  every  steamer  of  50  tons  or  over  carrying 
passengers  shall  be  provided  with  permanent  stairways 
forward  and  aft,  except  where  said  stairways  on  towing 
boats  would  interfere  with  towing  bitts. 

Bulkheads. 

34.  Every  seagoing  steamer  and  every  steamer  navigat- 
ing the  great  Northern  and  Northwestern  lakes  carrying 
passengers  for  hire  shall  have  not  less  than  three  water- 
tight cross  bulkheads.  Such  bulkheads  shall  reach  to  the 
main  deck  in  single-decked  vessels,  otherwise  to  the  deck 
next  below  the  main  deck.  The  bulkheads,  however, 
shall  in  every  £ase  reach  to  the  deck  next  above  the  load 
line.  For  wooden  hulls  they  shall  be  fastened  to  suitable 
framework,  which  framework  must  be  securely  attached 
to  the  hull  and  calked.  For  iron  hulls  they  shall  be  well 
secured  to  the  framework  of  the  hulls  and  strengthened 
by  stiffeners  of  angle  iron  not  less  than  3^2  by  3j4 
inches,  placed  not  more  than  2^2  feet  from  center  to 
center.  And  where  bulkheads  are  more  than  12  feet  in 
depth  they  shall  be  strengthened  by  horizontal  angle 
irons  not  less  than  3  by  3  inches  and  spaced  not  less  than 
4  feet  apart.  One  of  the  bulkheads  shall  be  placed  for- 


187 


ward  and  one  abaft  of  the  engines  and  boilers.  The  bulk- 
head abaft  the  engine  room  shall  not  be  placed  *so  far  aft 
as  to  make  it  practically  useless. 

The  third  or  collision  bulkhead  must  be  placed  not 
nearer  than  5  feet  from  the  stem  of  the  vessel.  Iron 
bulkheads  must  be  made  not  less  than  one-fourth  of  an 
inch  in  thickness,  and  wooden  bulkheads  must  be  of 
equal  strength  and  covered  with  metal  plates  not  less  than 
one-sixteenth  of  an  inch  in  thickness. 

The  covering  of  wooden  bulkheads  on  the  forward  side 
of  the  one  forward  of  the  engines  and  boilers,  and  on  the 
after  side  of  the  one  abaft  the  engines  and  boilers,  shall 
be  at  the  discretion  of  the  inspectors ;  but  no  discretion  is 
allowed  as  to  the  covering  on  the  sides  next  to  the  engines 
and  boilers  on  bulkheads  built  after  the  approval  of  this 
rule  (July  12,  1906). 

Steamer's  Name  on  Equipments. 

35.  All  the  equipments  of  a  steamer,  such  as  buckets, 
hose,  axes,  boats,  oars,  rafts,  life-preservers,  floats,  bar- 
rels, and  tanks,   shall  be  painted  or   branded   with   the 
name  of  the  steamer  upon  which  they  are  used. 

Definition  of  Passenger  Steamer. 

36.  Wherever  the  words  "passenger  steamer,"  "steamer 
carrying   passengers,"    or    "vessel    carrying   passengers" 
occur  in  this  entire  rule  (Rule  III),  the  said  words  shall 
be  construed  to  mean,  and  apply  to,  only  vessels  carrying 
passengers  for  hire,  and  the  words  "carrying  passengers" 
shall  be  construed  to  mean  "carrying  passengers  for  hire." 


RULE  IV.—  FIRE  APPARATUS. 


I.  All  steamers  carrying  passengers  are  required  to  be 
provided  with  fire  buckets,  barrels,  and  axes,  as  follows  : 


Gross  tons. 

Barrels. 

Buck- 
ets. 

Axes. 

All  steamers  not  over  10  tons  ..   . 

All  steamers  over  10  tons  and  not  over  25  tons  

j 

All  steamers  over  25  tons  and  not  over  50  tons  

6 

All  steamers  over  50  tons  and  not  over  100  tons  

i 

8 

All  steamers  over  100  tons  and  not  over  200  tons  
All  steamers  over  200  tons  and  not  over  500  tons. 

2 

18 

4 
6 

All  steamers  over  500  tons  and  not  over  1,000  tons  
All  steamers  over  1,000  tons  

6 

8 

35 
5° 

8 

Provided,  That  all  steamers  that  are  constructed  wholly 
of  iron  or  steel  plates  and  whose  deck  houses  or  super- 
structure is  constructed  wholly  of  iron  or  steel  plates, 
carrying  passengers,  shall  not  be  required  to  carry  any 
water  barrels  or  tanks,  as  required  by  the  preceding  table. 

2.  For  freight  and  towing  steamers : 


Gross  tons. 

Barrels. 

Buck- 
ets. 

Axes. 

All  steamers  not  over  10  tons  

2 

All  steamers  over  10  tons  and  not  over  25  tons  

All  steamers  over  25  tons  and  not  over  50  tons  

! 

6 

All  steamers  over  50  tons  and  not  over  100  tons  

I 

8 

All  steamers  over  100  tons  and  not  over  200  tons  

I 

12 

All  steamers  over  200  tons  and  not  over  1500  tons 

je 

All  steamers  over  500  tons  and  not  over  i,ooo  tons  

3 

2O 

4 

25 

^ 

Provided^  however*  That  tanks  of  suitable  dimensions  and 

arrangements,  or  buckets  in  sufficient  number,  may  be  sub- 
stituted for  barrels  on  all  vessels.    Five  buckets  shall  be  con- 

sidered as  equivalent  to  one  barrel. 

189 


Provided,  That  all  freight  and  towing  steamers  that  are 
constructed  wholly  of  iron  or  steel  plates  and  whose  deck 
houses  are  constructed  of  iron  or  steel  plates  shall  not  be 
required  to  carry  any  water  barrels  or  tanks,  as  required 
by  the  preceding  table. 

3.  Fire  buckets,  barrels,  or  tanks  must,  when  practi- 
cable, be  constantly  filled  with  water  and  in  such  positions 
on  board  as  shall  be  most  convenient  for  extinguishment 
of  fire. 

4.  All  axes  must  be  located  so  as  to  be  readily  found  in 
time  of  need,  must  not  be  used  for  general  purposes,  and 
must  be  kept  in  good  condition. 

5.  All  hay,  straw,  or  other  inflammable  material  car- 
ried on  the  open  deck  of  any  steamer  carrying  passengers 
shall  be  covered  with  a  tarpaulin. 

All  baled  cotton  shall  be  securely  bound  and  covered 
with  bagging  on  at  least  three-quarters  of  its  surface, 
including  both  ends  of  the  bale.  No  bales  of  imported 
or  domestic  hemp  shall  be  received  on  any  vessel  carrying 
passengers,  unless  the  same  are  properly  compressed, 
bound  with  rope,  wire,  or  metallic  bands,  and  covered  on 
ends  or  sides,  according  to  the  several  methods  now  prac- 
ticed in  foreign  and  domestic  trade. 

6.  All  steamers  on  western  rivers  having  their  boilers 
situated  so  that  the  sparks  from  the  fires  may  be  driven 
back  among  combustible  materials  shall  have  a  sheet-iron 
fender  extending  forward  from  the  fire  doors  not  less 
than  2  feet,  at  the  height  of  the  furnace  fronts,  and  con- 
necting with  the  same. 

7.  The  main  pipes  and  their  branches,  on  steamers  car- 


190 


rying  passengers  or  freight,  to  convey  steam  from  the 
boilers  to  the  hold  and  separate  compartments  of  the 
same,  except  the  cabins,  shall  not  be  less  than  il/2  inches 
in  diameter,  except  on  steamers  employed  on  western 
rivers,  constructed  prior  to  June  30,  1905,  which  steamers 
may  use  branch  pipes  not  less  than  three-fourths  of  an 
inch  in  diameter.  Steam  pipes  of  not  less  than  three- 
fourths  of  an  inch  in  diameter  must  be  led  to  all  lamp 
lockers,  oil  rooms,  and  like  compartments,  which  lamp 
lockers,  oil  rooms,  and  compartments,  in  all  classes  of 
vessels,  must  be  wholly  and  tightly  lined  with  metal.  All 
branch  pipes  leading  into  the  several  compartments  of  the 
hold  of  the  vessel  shall  be  supplied  with  valves,  and 
handles  distinctly  marked  to  indicate  the  compartment  or 
parts  of  the  vessel  to  which  they  lead. 

These  valves  or  their  handles  shall  be  placed  in  the 
most  accessible  part  of  the  main  deck  of  the  vessel  and  so 
arranged  that  all  can  be  inclosed  in  a  box  or  casing,  the 
door  of  which  shall  be  plainly  marked  with  the  words 
"Steam  fire  apparatus." 

On  all  oil-tank  steamers  the  valves,  instead  of  being 
located  near  the  hatches  on  the  upper  deck,  shall  be  all  in 
an  accessible  house  in  which  the  operator  is  well  pro- 
tected from  heat  and  smoke :  Provided,  That  on  oil-tank 
steamers  a  main  line  of  steam  smothering  pipe  of  suffi- 
cient area  to  supply  all  branch  pipes  leading  from  the 
same  to  the  tanks  may  be  run  the  entire  length  of  the 
deck,  and  only  the  main  stop  valve  of  the  main  line  shall 
be  required  to  be  housed.  All  branch  pipes  shall  be  pro- 
vided with  valves  which  shall  be  left  open  at  all  times,  so 


191 


that  the  steam  may  enter  all  compartments  simultane- 
ously. Such  branches  as  may  not  be  required  after  the 
fire  is  definitely  located  may  be  shut  off,  in  order  that  the 
entire  system  may  be  concentrated  on  one  tank. 

Provided,  That  carbonic-acid  gas  or  other  extinguish- 
ing gases  or  vapors  may  be  substituted  in  place,  of  steam 
as  aforesaid  and  for  the  above-described  purposes,  when 
such  gas  or  vapor  and  the  apparatus  for  producing  and 
distributing  the  same  shall  have  been  approved  by  the 
Board  of  Supervising  Inspectors  :  Provided,  That  the  use 
of  such  apparatus  shall  be  allowed  by  law. 

8.  Steamers  required  to  be  provided  with  double-acting 
steam  fire  pumps  or  other  equivalents  for  throwing  water 
shall  be  equipped  with  such  pumps  according  to  their  ton- 
nage, as  follows : 

Steamers  over  20  tons  and  not  exceeding  150  gross  tons 
shall  have  not  less  than  50  cubic  inches  pump-cylinder 
capacity.  Steamers  of  over  150  gross  ton  and  under 
3,000  tons  shall  have  not  less  than  one-third  of  i  cubic 
inch  pump-cylinder  capacity  for  every  gross  ton.  Steam- 
ers of  3,000  gross  tons  and  over  shall  have  pump  cylinder 
of  not  less  than  1,000  cubic  inches  capacity.  This  rule 
shall  apply  only  to  pumps  installed  after  June  30,  1907, 
and  all  pumps  now  approved  and  in  use  or  installed  be- 
fore said  date  shall  be  accepted  if  complying  with  the 
requirements  of  law  and  regulations  in  force  at  the  time 
of  the  adoption  of  this  rule. 

Upon  such  steamers  fire  mains  shall  be  led  from  the 
pumps  to  all  decks,  with  sufficient  number  of  outlets  ar- 
ranged so  that  any  part  of  the  steamer  can  be  reached 


192 


with  water  with  the  full  capacity  of  the  pumps  and  by 
means  of  a  single  5O-foot  length  of  hose  from  at  least  one 
of  said  outlets.  On  all  classes  of  steamers  every  such 
pump  shall  be  fitted  with  a  gauge  and  a  relief  valve  ad- 
justed to  lift  100  pounds  pressure. 

9.  Steamers  are  not  restricted  to  any  particular  pro- 
portions for  fire  pumps.    Any  dimensions  that  will  attain 
the  requirements  specified  in  section  8,  or  greater  in  ca- 
pacity, may  be  allowed :    Provided,   however,  That  all 
hydrant  connections  be  supplied  with  suitable  spanners. 

10.  The  capacity  of  the  pipes  and  hose  leading  from 
the  pumps  must  in  no  case  be  less  than  that  of  the  dis- 
charge opening  of  the  pump :    Provided,  however,  That 
the  pipe  and  hose  shall  in  no  instance  be  less  than  il/2 
inches  in  internal  diameter. 

And  provided  further,  That  steamers  of  15  tons  and 
under  may  be  allowed  to  use  hose  of  three-fourths  of  an 
inch  internal  diameter,  but  in  no  case  shall  it  be  less  than 
the  discharge  opening  of  the  pumps,  it  being  further  pro- 
vided that  open  boats  of  less  than  10  gross  tons  that  are 
fully  equipped  with  buckets,  as  required  by  these  rules 
and  regulations,  shall  not  be  required  to  carry  hose. 

11.  A  rotary  pump,  when  driven  by  an  engine  inde- 
pendent of  the  main  engine,  may  be  considered  as  an 
equivalent  for  the  double-acting  fire  pump,  and  used  as 
such  when  equal  to  it  in  efficiency  and  capacity. 

12.  Any    steamer    having    on    board    an    independent 
steam  pump  and  an  auxiliary  boiler  suitably  arranged 
and  of  sufficient  strength  and  capacity  for  testing  the  boil- 
ers thereof ;  or  if  one  of  the  hand  fire  pumps  be  suitably 


193 


arranged  and  of  sufficient  strength  and  capacity  for  test- 
ing the  boilers ;  or  if  the  "doctor,"  so  called,  when  ar- 
ranged permanently  for  testing  the  boilers,  is,  in  the  judg- 
ment of  the  inspectors,  suitable  for  the  purposes  intended, 
may  be  considered  as  having  complied  with  the  law  re- 
quiring a  pump  for  testing  boilers. 

13.  Any  steamer  of  50  gross  tons  or  under,  required 
to  have  a  double-acting  steam  fire  pump,  and  having  in 
use  on  board  a  "doctor,"  so  called,  may  be  considered  as 
having  a  lawful  equivalent  for  such  a  pump  when  such 
"doctor"  has  pipes  attached  to  it  leading  to  the  upper  and 
between  decks,  such  pipes  being  provided  with  hose  and 
valves,  according  to 'law;  but  the  pipes  and  hose  shall  in 
no  case  be  less  than  il/2  inches  in  internal  diameter.  The 
pumps  for  supplying  the  boilers  shall  in  no  case  be  con* 
sidered  as  an  equivalent  for  the  double-acting  steam  fire 
pump  on  steamers  above  50  gross  tons.  Every  steamer 
exceeding  150  gross  tons  and  not  otherwise  provided  for 
shall  be  provided  with  one  good  double-acting  fire  pump 
to  be  worked  by  hand:  Provided,  That  when  a  steam 
pump  is  equipped  to  work  by  hand  the  same  shall  be  ac- 
cepted as  a  hand  fire  pump.  Each  chamber  shall  be  of 
sufficient  capacity,  and  the  stroke  so  regulated,  that  not 
less  than  100  cubic  inches  of  water  shall  be  displaced  by 
each  stroke  of  the  piston.  Two  smaller  pumps  may  be 
allowed  to  take  the  place  of  the  one  pump  of  100  cubic 
inches  capacity  provided  for  in  this  section  when  their 
combined  capacity  equals  or  exceeds  100  cubic  inches. 
Each  pump  shall  be  placed  in  the  most  suitable  part  of 
the  vessel  for  efficient  service,  having  suitable,  well-fitted 


194 


hose  to  such  pump  long  enough  to  reach  to  all  parts  of  the 
vessel,  kept  at  all  times  in  perfect  order,  with  brakes 
shipped  up  and  hose  coupled  on  ready  for  immediate  use : 
Provided,  That  on  freight  steamers  where  the  keeping  of 
such  hose  coupled  on  interferes  with  the  loading  or  un-' 
loading  of  cargo  they  may  be  removed  during  such  load- 
ing or  unloading. 

All  steamers  of  more  than  20  tons,  carrying  passengers, 
including  pleasure  vessels,  shall  be  provided  with  such 
number  of  good  and  efficient  portable  fire  extinguishers, 
approved  by  the  Board  of  Supervising  Inspectors,  as  shall 
hereafter  be  prescribed,  viz. : 

.  Fire  extinguishers 

Steamers  of  over  20  and  not  over  50  gross  tons I 

Steamers  of  over  50  and  not  over  100  gross  tons 2 

Steamers  of  over  100  and  not  over  500  gross  tons 3 

Steamers  of  over  500  and  not  over  1,000  gross  tons 6 

Steamers  of  over  1,000  gross  tons,  not  less  than , 8 

Freight  and  towing  steamers  of  over  250  tons  shall 
be  provided  with  chemical  fire  extinguishers  as  hereafter 
prescribed,  viz. : 

Fire  extinguishers 

Steamers  of  over  250  and  not  over  500  gross  tons I 

Steamers  of  over  500  gross  tons 2 

The  tables  of  required  fire  extinguishers  in  this  section 
are  based  on  the  capacity  of  the  ordinary  machine,  which 
is  about  2J/2  gallons.  Fire  extinguishers  of  approved 
types  of  less  capacity  are  allowable  when  their  total  con- 
tents equal  the  required  quantity. 

All  chemical  fire  extinguishers  thus  provided  for  shall 
be  able  to  withstand  a  pressure  of  350  pounds  to  the 


195 


square  inch,  except  such  fire  extinguishers  as  have  no 
stopcock  or  valve  between  the  chamber  and  discharge,  in 
which  case  they  may  be  used  after  having  been  tested  to 
150  pounds  pressure  to  the  square  inch. 

Fire  extinguishers  shall  be  located  in  such  parts  of  the 
vessels  as  in  the  judgment  of  the  local  inspectors  will  be 
most  convenient  and  serviceable  in  case  of  emergency, 
and  so  arranged  that  they  may  be  easily  removed  from 
their  fastenings.  Every  fire  extinguisher  thus  provided 
for  shall  be  discharged  and  examined  at  each  annual  in- 
spection. Portable  hand  pumps  with  an  attached  carry- 
ing capacity  of  5  gallons  of  water  may  be  substituted  for 
the  fire  extinguishers  above  described. 

14.  All  steam  fire  pumps  required  shall  be  supplied 
with  connecting  pipes  leading  to  the  hold  of  the  vessel 
with  stopcocks  or  shut-off  valves  attached  and  so  ar- 
ranged that  such  pumps  may  be  used  for  pumping  and 
discharging  water  overboard  from  the  hold. 

Each  and  every  steam  vessel  shall  be  fitted  with  a  bilge 
pipe  leading  from  each  compartment  of  the  vessel  and 
connecting  with  a  suitably  marked  valve  to  the  main 
bilge  pump  in  the  engine  room,  and  each  compartment  of 
all  steam  vessels  shall  be  fitted  with  suitable  sounding 
pipe,  the  opening  of  which  shall  be  accessible  at  all  times, 
except  that  in  compartments  accessible  at  all  times  for 
examination  no  sounding  tubes  are  necessary. 

Steam  siphons  may  be  substituted  in  each  compartment 
for  the  bilge  pipes. 

All  hose  required  on  steam  vessels  for  fire  purposes 
shall  be  tested  to  a  pressure  of  100  pounds  to  the  square 


196 


inch  at  each  inspection,  and  it  shall  be  the  duty  of  the 
local  inspectors  at  each  annual  inspection  to  see  that  the 
couplings  are  securely  fastened  to  the  hose  by  suitable 
external  or  internal  clamps,  and  at  least  one  length  of 
such  hose  shall  be  kept  at  all  times  attached  to  each  outlet 
of  the  fire  main  and  provided  with  a  suitable  nozzle: 
Provided,,  That  on  freight  steamers  where  the  keeping 
of  such  hose  coupled  on  interferes  with  the  loading  or  un- 
loading of  cargo  they  may  be  removed  during  such  load- 
ing or  unloading. 

15.  All  pipes  used  as  mains  for  conducting  water  from 
fire  pumps  on  board  steam  vessels  in  place  of  hose  shall 
be  of  wrought  iron,  brass  or  copper,  with  wrought-iron, 
brass  or  composition  hose  connections. 

1 6.  Wherever  the  words  "passenger  steamer,"  "steamer 
carrying   passengers,"    or   "vessel   carrying   passengers" 
occur  in  this  entire  rule  (Rule  IV),  the  said  words  shall 
be  construed  to  mean  and  apply  to  only  vessels  carrying 
passengers  for  hire,  and  the  words  "carrying  passengers" 
shall   be   construed   to   mean    "carrying   passengers    for 
hire." 

RULE  V.— LICENSES,  HOW  OBTAINED,  AND  PENALTIES 
RELATING  THERETO. 

i.  Before  an  original  license  is  issued  to  any  person  to 
act  as  a  master,  mate,  pilot,  or  engineer  he  must  per- 
sonally appear  before  some  local  board  or  a  supervising 
inspector  for  examination ;  but  upon  the  renewal  of  such 
license,  when  the  distance  from  any  local  board  or  super- 
vising inspector  is  such  as  to  put  the  person  holding  the 


197 


same  to  great  inconvenience  and  expense  to  appear  i  i  per- 
son, he  may,  upon  taking  oath  of  office  before  any  person 
authorized  to  administer  oaths,  and  forwarding  the  same 
together  with  the  license  to  be  renewed,  to  the  local  board 
or  supervising  inspector  of  the  district  in  which  he  resides 
or  is  employed,  have  the  same  renewed  by  the  said  in- 
spectors, if  no  valid  reason  to  the  contrary  be  known  to 
them ;  and  they  shall  attach  such  oath  to  the  stub  end  of 
the  license  which  is  to  be  retained  on  file  in  their  office : 
Provided,  however,  That  any  officer  holding  a  license,  and 
'who  is  engaged  in  a  service  which  necessitates  his  con- 
tinuous absence  from  the  United  States,  may  make  ap- 
plication in  writing  for  one  renewal  and  transmit  the 
same  to  the  board  of  local  inspectors  with  a  statement 
of  the  applicant,  verified  before  a  consul  or  other  officer 
of  the  United  States  authorized  to  administer  an  oath, 
setting  forth  the  reasons  for  not  appearing  in  person, 
and  upon  receiving  the  same  the  board  of  local  inspectors 
that  originally  issued  such  license  shall  renew  the  same 
for  one  additional  term  of  such  license,  and  shall  notify 
the  applicant  of  such  renewal. 

The  first  license  issued  to  any  person  by  a  United  States 
inspector  shall  be  considered  an  original  license,  where 
the  United  States  records  show  no  previous  issue  to  such 
applicant. 

No  original  license  shall  be  issued  to  any  naturalized 
citizen  on  less  experience  in  any  grade  than  would  have 
been  required  of  an  American  by  birth. 

2.  All  licenses  hereafter  issued  to  masters,  mates,  pilots, 
and  engineers  shall  be  filled  out  on  the  face  with  pen  and 


198 


black  ink  instead  oi"  typewritten.  Inspectors  are  directed, 
when  licenses  are  completed,  to  draw  a  broad  pen  and 
black-ink  mark  through  all  unused  spaces  in  the  body 
thereof,  so  as  to  prevent,  as  far  as  possible,  illegal  inter- 
polation after  issue. 

3.  Licensed  officers  serving  under  five  years'  license, 
entitled  by  license  and  service  to  raise  of  grade,  shall  have 
issued  to  them  new  licenses  for  the  grade  for  which  they 
are  qualified,  the  local  inspectors  to  forward  to  the  Super- 
vising Inspector-General  the  old  license  when  surrendered 
with  the  report  of  the  circumstances  of  the  case. 

But  the  grade  of  no  license  shall  be  raised,  except  as 
hereinafter  provided,  unless  the  applicant  can  show  one 
year's  actual  experience  in  the  capacity  for  which  he  has 
been  licensed :  Provided,  however,  That  one  year's  ex- 
perience as  quartermaster,  wheelsman,  or  watchman 
while  holding  a  second-class  pilot  license,  shall  entitle  the 
holder  of  such  license  to  examination  for  raise  of  grade. 

4.  In  case  of  loss  of  license,  of  any  class,  from  any 
cause,  the  inspectors,  upon  receiving  satisfactory  evidence 
of  such  loss,  shall  issue  a  certificate  to  the  owner  thereof, 
which  shall  have  the  authority  of  the  lost  license  for  the 
unexpired  term,  unless  in  the  meantime  the  holder  thereof 
shall  have  the  grade  of  his  license  raised  after  due  ex- 
amination, in  which  case  a  license  in  due  form  for  such 
grade  may  be  issued. 

5.  Inspectors  shall,  before  granting  an  original  license 
to  any  person  to  act  as  an  officer  of  a  vessel,  require  the 
applicant  to  make  his  written  application  upon  the  blank 
form  authorized  by  the  Board  of  Supervising  Inspectors, 


199 


which  application  shall  be  filed  in  the  records  of  the 
inspector's  office.  Inspectors  shall  also,  when  practicable, 
require  applicants  for  pilot's  license  to  have  the  written 
indorsement  of  the  master  and  engineer  of  the  vessel  upon 
which  he  has  served,  and  of  one  licensed  pilot,  as  to  his 
qualifications.  In  the  case  of  applicants  for  original  engi- 
neer's license,  they  shall  also,  when  practicable,  have  the 
indorsement  of  the  master  and  engineer  of  a  vessel  on 
which  they  have  served,  together  with  one  other  licensed 
engineer. 

6.  No  original  master's,  mate's,  pilot's,  or  engineer's 
license  shall  be  issued  hereafter  or  grade  increased  except 
upon   written    examination,    which   written    examination 
shall  be  placed  on  file  as  records  of  the  office  of  the  in- 
spectors issuing  said  license ;  and,  before  granting  or  re- 
newing a  license,  inspectors  shall  satisfy  themselves  that 
the  applicants   can   properly   hear  the  bell  and   whistle 
signals. 

7.  Any  applicant  for  license  who  has  been  duly  ex- 
amined and  refused  may  come  before  any  local  board  for 
reexamination  after  one  year  has  expired. 

8.  When  any  person  makes  application  for  license  it 
shall  be  the  duty  of  the  local  inspectors  to  give  the  appli- 
cant the  required  examination  as  soon  as  practicable. 

9.  Any  person  who  has  served  at  least  one  year  as  mas- 
ter, commander,  pilot,  or  engineer  of  any  steam  vessel  of 
the  United  States  in  any  service  in  which  a  license  as  mas- 
ter, mate,  pilot,  or  engineer  was  not  required  at  the  time 
of  such  service,  shall  be  entitled  to  license  as  master, 
mate,  pilot,  or  engineer,  if  the  inspectors,  upon  written 


200 


examination,  as  required  for  applicants  for  original 
license,  may  find  him  qualified :  Provided,  That  the  ex- 
perience of  any  such  applicant  within  three  years  of  mak- 
ing application  has  been  such  as  to  qualify  him  to  server 
in  the  capacity  for  which  he  makes  application  to  be 
licensed. 

Officers  of  the  Naval  Militia  who  are  applicants  for 
license  as  master  or  pilot  of  steam  vessels  of  the  Naval 
Militia,  after  passing  an  examination  for  color  blindness, 
may  be  examined  by  the  inspectors  as  to  their  knowledge 
of  the  pilot  rules  and  handling  of  vessels ;  and  if  the  appli- 
cant be  found  qualified,  in  the  judgment  of  the  inspectors, 
he  may  be  granted  a  special  license  as  master,  mate,  or 
pilot  on  such  vessels  on  the  waters  of  the  district  in  which 
such  license  is  granted,  and  for  no  other  purpose. 

Any  officer  of  the  Naval  Militia  who  is  an  applicant  foi 
license  as  chief  engineer  or  assistant  engineer  of  steam 
vessels  of  the  Naval  Militia  may  be  examined  by  inspect- 
ors  and  granted  a  special  license  as  such,  and  for  no  other 
purpose,  if,  in  the  judgment  of  the  inspectors,  he  is  quali- 
fied. And  the  inspectors  shall  state  on  the  license  the 
name  of  the  vessel  on  which  such  master,  mate,  pilot,  or 
engineer  is  authorized  to  act  in  the  capacity  for  which  he 
is  licensed. 

All  licenses  issued  to  officers  of  the  Naval  Militia  pro- 
vided for  in  the  preceding  paragraph  of  this  section  shaH 
be  surrendered  upon  the  party  holding  it  becoming  dis- 
connected from  the  Naval  Militia  by  resignation  or  dis- 
missal from  such  service ;  and  no  license  shall  be  issued  as 
above  except  tioon  the  official  recommendation  of  the 


201 


chief  officer  in  command  of  the  Naval  Militia  station  of 
the  State  in  which  the  applicant  is  serving. 

Masters,  mates,  engineers,  and  assistant  engineers  now 
serving  as  such  on  tenders  and  light-vessels  under  the 
jurisdiction  of  the  Light-House  Establishment  may  be 
granted  special  licenses  for  the  Light-House  Service  upon 
satisfactory  evidence  of  their  fitness  for  such  special 
license.  Experience  in  the  Light-House  Service  shall  be 
sufficient  to  entitle  applicants  to  this  examination,  and 
no  other  experience  shall  be  required  for  such  special 
license. 

10.  No  person  holding  special  license  (Form  878)  shall 
be  eligible  for  examination  for  a  higher  grade  of  license 
until  such  person  has  actually  served  two  full  seasons 
under  the  authority  of  his  license  and  one  additional  full 
season  in  a  subordinate  capacity  upon  steamers  requiring 
regularly  licensed  officers. 

11.  Whenever  an  officer  shall  apply  for  a  renewal  of 
his  license  for  the  same  grade  the  presentation  of  the  old 
certificate  shall  be  considered  sufficient  evidence  of  his 
title  to  renewal,  which  certificate  shall  be  retained  by  the 
inspectors  upon  their  official  files  as  the  evidence  upon 
which  the  license  was   renewed:    Provided,  That  it  is 
presented  within  twelve  months  after  the  date  of  its  ex- 
piration,  unless   such   title   has  been   forfeited   or   facts 
shall  have  come  to  the  knowledge  of  the  inspectors  which 
would  render  a  renewal  improper ;  nor  shall  any  license 
be  renewed  in  advance  of  the  date  of   the   expiration 
thereof,  unless  there  are  extraordinary  circumstances  that 
shall  justify  a  renewal  beforehand,  in  which  case  the  rea- 


202 


sons  therefor  must  appear  in  detail  upon  the  records  of 
the  inspectors  renewing  the  license. 

12.  When  the  license  of  any  master,  mate,  pilot,  or 
engineer  is  revoked  such  license  expires  with  such  revoca- 
tion, and  any  license  subsequently  granted  to  such  person 
shall  be  considered  in  the  light  of  an  original  license. 
And  upon  the  revocation  or  suspension  of  the  license  of 
any  such  officer  said  license  shall  be  surrendered  to  the 
local  inspectors  ordering  such  suspension  or  revocation. 

13.  The   suspension  or   revocation  of   a  joint   license 
shall  debar  the  person  holding  the  same  from  the  exercise 
of  any  of  the  privileges  therein  granted,  so  long  as  such 
suspension  or  revocation  shall  remain  in  force. 

14.  When  the  license  of  any  master,  mate,  engineer,  or 
pilot  is  suspended,  the  inspectors  making  such  suspension 
shall  determine  the  term  of  its  duration,  except  that  such 
suspension  shall  not  extend  beyond  the  time  for  which 
the  license  was  issued. 

15.  It  shall  be  the  duty  of  all  inspectors,  before  renew- 
ing an  existing  license  to  a  master  or  pilot  of  steam  ves- 
sels for  any  waters  who  has  not  been  employed  as  master 
or  pilot  of  steam  vessels  on  such  waters  during  the  three 
years  preceding  the  application  for  renewal,  to  satisfy 
themselves,  by  an  examination  in  writing,  or  orally,  to  be 
taken  down  in  writing  by  the  inspectors,  that  such  officers 
are  thoroughly   familiar  with  the  pilot   rules   upon   the 
waters  for  which  they  are  licensed. 

1 6.  Each  master  and  pilot  of  steam  vessels,  wherever 
employed,  shall,  when  receiving  his  license,  either  original 
or  renewal,  be  furnished  with  a  pamphlet  copy  of  the 


203 


rules  and  regulations  governing  pilots  and  of  the  stat- 
utes upon  which  such  rules  are  founded,  applicable  to  the 
waters  on  which  their  licenses  are  intended  to  be  used,  as 
stated  in  the  body  thereof. 

17.  Inspectors  are  forbidden  to  issue  original  licenses 
to  pilots  who  can  not  read  and  write :  Provided,  however, 
That  upon  navigable  waters  of  the  United  States  newly 
opened   to   steamboat   navigation,    and    where    the    only 
pilots  obtainable  are  illiterate  Indians  or  other  natives, 
the  fact  that  such  persons  can  neither  read  nor  write  shall 
not  'be  considered  a  bar  to  such  Indians  or  other  natives 
receiving  license  as  pilot  of  steam  vessels,  provided  they 
are  otherwise  qualified  therefor.    Inspectors  having  juris- 
diction over  the  Red  River  of  the  North  and  rivers  whose 
waters  flow  into  the  Gulf  of  Mexico  are  forbidden  to 
issue  original  licenses  to  pilots  for  routes  extending  be- 
yond these  rivers. 

1 8.  Local  inspectors  having  jurisdiction  on  the  Atlantic 
coast,  Pacific  coast,  or  Gulf  of  Mexico  may  indorse  any 
pilot's  license  for  extension  of  route,  subject  to  the  ap- 
proval of  the  adjoining  boards  having  jurisdiction. 

19.  Masters  and  pilots  of  steamers  carrying  passengers 
for  hire  shall  exclude  from  the  pilot  houses  and  navi- 
gator's bridge  of   such  steamers,  while  under  way,  all 
persons  not  connected  with  the  navigation  of  such  steam- 
ers, except  officers  of  the  Steamboat-Inspection  Service 
and  of  the  Revenue-Cutter  Service  when  upon  business : 
Provided,  That  licensed  officers  of  steamboats,  persons 
regularly   engaged   in  learning  the  profession   of  pilot, 
officers  of  the  United  States  Navy,  United  States  Coast 


204 


and  Geodetic  Survey,  and  Light-House  Service,  and  engi- 
neer officers  connected  with  the  improvement  of  rivers 
and  harbors  may  be  allowed  in  the  pilot  house  or  upon 
the  navigator's  bridge  upon  the  responsibility  of  the  officer 
in  charge. 

The  master  of  every  such  steamer  shall  keep  three 
printed  copies  of  this  section  of  Rule  V  posted  in  con- 
spicuous places  on  such  steamer,  one  of  which  shall  be 
kept  posted  in  the  pilot  house. 

Such  printed  copies  shall  be  furnished  by  the  Depart- 
ment of  Commerce  and  Labor  to  local  inspectors  for 
distribution. 

23.  Whenever  a  steamer  meets  with  an  accident  involv- 
ing loss  of  life  or  damage  to  property,  it  shall  be  the  duty 
of  the  licensed  officers  of  such  steamer  to  report  the  same 
in  writing  and  in  person  without  delay  to  the  local  board 
nearest  the  port  of  first  arrival.  If  the  accident  happens 
upon  the  high  seas  or  without  the  jurisdiction  of  inland 
waters,  the  board  to  whom  the  report  is  first  made  shall 
make  the  investigation,  but  if  the  accident  occurs  within 
the  jurisdiction  of  inland  waters,  the  report  shall  be  trans- 
mitted to  the  board  within  whose  jurisdiction  the  acci- 
dent occurred,  which  board  shall  make  the  investigation : 
Provided,  That  when  from  distance  it  may  be  incon- 
venient to  report  in  person  it  may  be  done  in  writing  only, 
and  the  report  sworn  to  before  any  person  authorized  to 
administer  oaths. 

25.  No  person  shall  receive  an  original  license  as  engi- 
neer of  vessels  of  above  15  gross  tons,  propelled  by  gas, 
fluid,  naphtha,  or  electric  motors,  carrying  freight  or 


205 


passengers  for  hire,  who  has  not  served  at  least  one  year 
on  motor  boats,  or  in  the  engineer's  department  of  steam 
vessels,  or  who  has  not  had  at  least  two  years'  experience 
in  the  construction  of  marine  motor  engines  and  their  in- 
stallation. All  examinations  for  license  as  engineer  of 
motor  vessels  shall  be  reduced  to  writing  and  filed  with 
the  application  of  the  candidate. 

Masters  of  Steam  Vessels. 

There  shall  be  a  duly  licensed  master  on  board  every 
steam  vessel  of  more  than  100  gross  tons  whenever  such 
steamer  is  underway. 

No  original  license  as  master  of  any  steam  vessel  shall 
be  issued,  except  under  the  conditions  hereinafter 
provided : 

Masters  of  Ocean  Steam  Vessels. 

26.  Any  applicant  for  license  as  master  of  ocean 
steamers  must  furnish  satisfactory  documentary  evi- 
dence to  the  local  inspectors  that  he  has  had  three  years' 
experience  on  ocean  steamers,  one  year  of  which  has  been 
as  chief  male,  or  five  years'  experience  on  ocean  sail  ves- 
sels of  300  gross  tons  and  upward,  two  years  of  which 
must  have  been  as  a  licensed  master  of  sail  vessels ;  and 
he  must  understand  navigation  and  be  able  to  determine 
the  ship's  position  at  sea  by  observation  of  the  sun,  to 
obtain  longitude  by  chronometer,  and  to  determine  ship's 
latitude  by  the  altitude  of  either  the  sun,  moon,  or  stars. 
The  examination  to  determine  his  qualifications  shall  be 
in  writing,  which  shall  be  kept  on  file  in  the  office  of  the 
inspectors  granting  the  license. 


206 


It  is  further  provided,  That  where  any  person  has  actu- 
ally served  as  a  licensed  third  officer  of  ocean  steamers  of 
3,500  gross  tons  and  upward  for  five  years,  he  shall  be 
eligible  for  examination  for  license  as  master  of  ocean 
steamers. 

Any  person  who  has  had  three  years'  actual  experience 
as  master  of  steam  vessels  of  1,000  gross  tons  and  upward 
on  the  Great  Lakes  and  can  produce  documentary  evi- 
dence of  the  fact  may  be  examined  for  license  as  chief 
mate  of  ocean  steamers,  and  after  having  had  one  year's 
actual  experience  as  chief  mate  of  ocean  steamers  of 
r,ooo  gross  tons  and  upward  may  be  examined  for  license 
as  master  of  ocean  steamers,  the  examination  to  be  the 
same  as  that  provided  for  in  the  first  paragraph  of  this 
section. 

Masters  of  Lake,  Bay,  Sound,  and  Ferry  Steamers. 

27.  No  original  license  as  master  of  lake,  bay,  and 
sound  steamers  shall  be  issued  hereafter  to  any  person 
who  has  not  been  licensed  and  served  at  least  one  year 
as  first-class  pilot  or  chief  mate  on  such  steamers,  such 
service  as  pilot  or  chief  mate  to  have  been  within  the 
three  years  next  preceding  the  application  for  license. 

Provided,  however,  That  any  person  who  has  served 
three  years  as  master  of  sail  vessels  on  the  Great  Lakes 
shall  be  eligible  for  examination  for  master's  license  of 
steam  vessels  on  the  Great  Lakes  and  other  inland  waters. 

It  is  further  provided,  That  masters  of  barge  consorts 
on  the  Great  Lakes  having  had  three  years'  actual  expe- 
rience as  such,  who  have  been  licensed  as  first-class  pilots 


207 


for  one  year  or  more,  may  be  examined  and  licensed  as 
masters  of  steam  vessels  on  the  Great  Lakes  and  other 
inland  waters,  if  found  qualified. 

Provided  further,  That  any  person  holding  a  first-class 
pilot's  license  and  having  had  one  year's  experience  as 
licensed  first-class  pilot  may  be  eligible  for  examination 
as  master  of  ferry  steamers. 

Provided  further,  That  any  person  who  has  operated 
under  the  authority  of  a  second-class  pilot's  license  for 
two  years  may  be  examined  for  license  as  master  of  lake, 
bay,  sound,  and  ferry  steamers,  and,  if  found  qualified, 
may  receive  a  master's  license  for  such  steamers  as  in  the 
judgment  of  the  inspectors  the  applicant  is  qualified  to 
command :  Provided,  That  a  part  of  the  required  experi- 
ence must  have  been  within  the  three  years  next  preced- 
ing the  application. 

Whenever  a  master  or  mate  desires  to  act  in  the  double 
capacity  of  master  and  pilot,  or  mate  and  pilot,  and  fur- 
nishes the  necessary  evidence  of  his  qualifications,  the 
local  inspectors  shall  indorse  such  pilot  routes  on  the  cer- 
tificate of  license. 

Masters  of  Coastwise  Steamers. 

28.  Any  person  holding  a  license  as  master  of  lake, 
bay,  and  sound  steamers  may  have  indorsed  thereon  the 
authority  allowing  him  to  act  as  master  of  steamers  upon 
the  waters  of  the  Atlantic  coast  and  the  Gulf  of  Mexico : 
Provided,  That  the  applicant  has  had  at  least  one  year's 
experience  as  mate,  quartermaster,  or  wheelsman  of 
steam  vessels  upon  the  waters  of  the  Atlantic  coast  or  the 


208 


Gulf  of  Mexico,  which  experience  must  have  been  ob- 
tained within  the  three  years  next  preceding  his  applica- 
tion for  such  indorsement,  and  the  fact  must  be  verified 
by  satisfactory  documentary  evidence  to  be  filed  in  the 
office  of  the  local  inspectors ;  and  the  applicant  shall  only 
be  subjected  to  such  examination  in  writing  as  shall 
satisfy  the  local  inspectors  that  he  is  capable  of  navigat- 
ing such  steamers.  Inspectors  shall  state  in  the  indorse- 
ment on  the  license  the  coastwise  waters  that  the  appli- 
cant is  qualified  to  act  upon  as  master.  Practical  service 
in  the  deck  department  of  an  ocean-going  or  coastwise 
steam  yacht  shall  be  accepted,  when  offered  in  documen- 
tary evidence  by  any  person  applying  for  an  original  li- 
cense or  raise  of  grade  on  ocean-going  or  coastwise 
steam  vessels,  as  being  equal  to  the  same  amount  of 
service  in  any  ocean-going  or  coastwise  steam  passenger 
x  vessel. 

Masters  of  River  Steamers. 

29.  Inspectors  shall  examine  all  applicants  for  original 
license  as  master  of  steamers  navigating  rivers  exclu- 
sively, which  examination  shall  be  reduced  to  writing  and 
made  a  part  of  the  permanent  records  of  the  office  of  the 
inspectors  making  such  examination;  and  no  original  li- 
cense shall  be  issued  to  any  person  to  act  as  master  of 
such  steamers  who  has  not,  by  actual  service  on  board  of 
such  steamers  for  a  period  of  not  less  than  three  years, 
acquired  practical  knowledge,  skill,  and  experience  essen- 
tial in  case  of  emergency  and  disaster,  and  in  the  naviga- 
tion of  such  steamers  with  safety  to  life  and  property, 


209 


and  at  least  one  year  of  service  to  have  been  within  the 
three  years  next  preceding  the  application,  and  such  li- 
cense shall  entitle  the  holder  of  the  same  to  act  as  master 
on  any  river  steamer  of  the  United  States,  and  no  license 
as  master  shall  be  issued  to  any  applicant  who  can  not 
read  and  write,  and  who  has  not  served  at  least  one 
year  as  licensed  mate  or  pilot  of  steam  vessels. 

The  line  of  examination  to  be  pursued  by  inspectors  in 
examining  applicants  for  original  license  as  master  of 
river  steamers  shall  be  as  follows : 

1 i )  As  to  his  general  knowledge  of  the  duties  of  mas- 
ter of.  such  steamers, 

(2)  As  to  his  ability  to  handle  the  wheel  in  case  of 
emergency  or  disaster. 

(3)  As  to  the  knowledge  of  his   duties   and  proper 
method  of  procedure  in  case  of  fire  on  his  vessel. 

(4)  As  to  his  knowledge  of  proper  management  of 
vessel  and  crew  in  case  of  collision  and  sinking. 

(5)  As  to  executive  ability  generally  to  manage  officers 
and  crew. 

(6)  As  to  his  general  knowledge  and  ability. to  navigate 
steamers  with  safety  to  life  and  property. 

(7)  As  to  his  knowledge  of  pilot  rules  governing  the 
navigation  of  such  steamers. 

(8)  As  to  his  knowledge  of  signals  between  the  pilot 
house  and  engine  room. 

(9)  As  to  his  knowledge  of   signal   lights   and  their 
proper  position  on  all  steam  and  other  vessels. 

(10)  As  to  duties  of  master  in  case  of  fog  or  stormy 
weather,  and  on  such  other  subjects  in  connection  with 


210 


the  navigation  of  such  vessels  as  the  inspectors  conduct- 
ing such  examination  may  deem  proper  and  necessary. 

Masters* of  Sail  Vessels. 

Local  inspectors  may,  upon  due  application  and  exam- 
ination, license  any  person  as  master  of  sail  vessels  of 
700  gross  tons  and  upward,  or  of  sail  vessels  of  any  ton- 
nage carrying  passengers  for  hire,  upon  receipt  of  satis- 
factory documentary  evidence,  to  be  filed  in  their  office, 
that  said  person  has  been  actually  employed  as  master  of 
sail  vessels  of  200  gross  tons  and  upward  or  as  licensed 
chief  mate  of  sail  vessels  of  700  gross  tons  and  upward 
for  the  full  period  of  twelve  months  next  preceding  the 
application. 

Mates  of  Sail  Vessels. 

Local  inspectors  may,  upon  due  application  and  exami- 
nation, license  any  person  as  chief  mate  of  sail  vessels  of 
700  gross  tons  and  upward,  upon  receipt  of  satisfactory 
documentary  evidence,  to  be  filed  in  their  office,  that  said 
person  has  been  actually  employed  as  chief  mate  of  sail- 
ing vessels  of  200  gross  tons  for  one  year,  or  as  second 
mate  on  vessels  of  200  gross  tons  for  a  period  of  two 
years  next  preceding  the  application. 

The  examination  for  license  as  master  or  mate  of  sail 
vessels  of  700  gross  tons  and  upward  shall  be  the  same 
as  required  for  masters  and  mates  of  steam  vessels. 

30.  Whenever  the  owner  of  steam  or  sailing  yachts 
who  has  had  three  years'  experience  on  board  such  yachts 
applies  for  license  to  act  as  pilot  or  master  of  lake,  bay, 


211 


sound,  or  river  steam  yachts,  the  local  inspectors  shall 
give  the  applicant  a  written  examination  in  regard  to  his 
knowledge  in  handling  such  vessels,  and  his  familiarity 
with  the  lights,  light-houses,  channels,  buoys,  obstruc- 
tions, courses  and  distances  between  certain  points  in  the 
waters  for  which  he  makes  application  for  license,  and 
shall  also  examine  him  as  to  his  knowledge  of  the  pilot 
rules  of  such  waters,  the  running  and  anchor  lights,  fog 
signals,  the  use  of  the  lead,  signal  bells  between  the  engine 
room  and  pilot  house,  and  the  general  rules  and  regula- 
tions for  steam  vessels.  If  the  local  inspectors  are  satis- 
fied, after  such  examination,  of  the  applicant's  ability, 
they  shall  issue  the  applicant  a  license  as  pilot  or  master 
of  steam  yachts  for  the  waters  over  which  they  are  au- 
thorized to  issue  licenses. 

Whenever  the  owner  of  a  steam  or  sailing  yacht  of  over 
100  gross  tons,  who  has  had  three  years'  experience  in 
sailing  such  vessels,  applies  for  a  license  authorizing  him 
to  act  as  master  of  steam  yachts  for  coastwise  and  ocean 
navigation,  the  local  inspectors  shall  examine  the  appli- 
cant as  to  his  knowledge  of  the  rules  of  the  road,  fog 
signals,  signal  lights — inland  and  international ;  the  use 
of  the  lead  and  line ;  the  use  of  the  patent  and  chip  logs, 
the  compass,  variation  and  deviation  of  the  compass,  the 
use  of  the  drag,  the  use  of  oil  during  storms,  bell  signals 
between  pilot  house  and  engine  room,  handling  of  steam 
vessels,  laws  of  storms,  course  and  distance  by  chart, 
keeping  the  log  book,  middle  latitude  sailing,  Mercator's 
sailing,  method  of  obtaining  latitude  and  longitude  by 
dead  reckoning,  latitude  by  altitude  of  either  the  sun? 


212 


moon,  or  stars;  longitude  by  chronometer  (time  sights). 
Practical  problems  will  be  given  in  the  subjects  of  lati- 
tude and  longitude.  The  examination  shall  be  in  writing, 
which  shall  be  kept  on  file  in  the  office  of  the  local  in- 
spectors. If  said  examination  is  satisfactory  to  the  local 
inspectors,  they  shall  issue  to  the  applicant  a  master's 
license  authorizing  him  to  discharge  the  duties  of  master 
of  steam  yachts,  either  for  coastwise  or  ocean  navigation. 

31.  Any  person  navigating  a  pleasure  yacht  of  15  gross 
tons  and  under,  for  pleasure  only,  holding  a  master's  or 
pilot's    license,    is    fully    authorized    to    navigate    such 
pleasure  yacht  in  the  inland  waters  of  the  United  States 
without  being  required  to  report  to  the  various  boards  of 
inspectors  whose  district  they  may  be  passing  through. 

32.  Any  applicant  for  original  license  to  act  as  master 
or  mate  of  steam  pilot  boats,  or  of  steamers  navigating 
the  waters  of  the  whaling  grounds  in  the  Alaskan  seas,  or 
of  steamers  engaged  exclusively  in  the  business  of  whale 
fishing,  or  of  steamers  engaged  in  the  Atlantic,  Pacific,  or 
Gulf  coast  fisheries,  or  of  steam  or  sail  vessels  navigating 
between  ports  of  the  Hawaiian  Islands,  or  between  ports 
of  the  island  of  Porto  Rico,  must  have  had  at  least  three 
years'  experience  in  the  deck  department  of  such  steam- 
ers, which  fact  must  be  verified  by  documentary  evidence ; 
and  such    applicant    shall    only    be    subjected    to    such, 
examination  as  shall  satisfy  the  inspectors  that  the  ap- 
plicant is  capable  of  navigating  such  vessels :  It  is  pro- 
vided, That  any  person  who  has  had  at  least  five  years' 
experience  on  sail  vessels  licensed  in  the  fisheries  of  the 
United  States,  two  years  of  which  have  been  as  master 


213 


or  mate  of  such  sailing  vessels,  may  be  examined  for  li- 
cense as  master  or  mate  of  steam  fishing  vessels  to  be 
employed  exclusively  in  the  Atlantic,  Pacific,  and  Gulf 
coast  fisheries.  The  license  issued  under  this  section  shall 
state  in  the  body  thereof  "for  coastwise  only,"  Pacific  or 
Atlantic  coast,  as  the  case  may  be,  and  between  what 
ports  on  either  of  said  coasts. 

It  is  further  provided.  That  said  master's  or  mate's  li- 
cense may  be  indorsed  as  pilot  on  such  inland  waters  on 
the  above-named  coasts  as  the  local  inspectors  at  the  vari- 
ous' ports  may  find  the  holder  qualified  to  act  on  as  pilot, 
after  examination  by  the  local  inspectors,  such  examina- 
tion to  be  in  writing  and  preserved  in  the  files  of  the 
inspectors'  office. 

Masters  of  Passengers  Barges. 

33.  Any  person  applying  for  license  as  master  of  barges 
carrying  passengers  for  hire  must  have  had  three  years' 
experience  in  the  deck  department  of  such  vessels,  and 
shall  be  subjected  to  such  examination  as  will  show  his 
ability  to  handle  the  class  of  vessels  for  which  he  desires 
a  license. 

Chief  Mate  of  Ocean  Steamers. 

34.  No  original  license  as  chief  mate  of  ocean  steamers 
shall  be  issued  to  any  person  who  has  not  served  at  least 
three  years  in  the  deck  department  of  such  steam -vessels, 
one  year  of  such  service  to  have  been  as  second  mate  of 
such  vessels. 

Provided,  That  any  person  who  has  had  five  years' 


214 


experience  on  sail  vessels  of  300  gross  tons  and  over,  two 
years  of  which  have  been  in  the  capacity  of  licensed  chief 
mate  of^ail  vessels  of  700  gross  tons  and  over,  may  be 
licensed  as  chief  mate  of  ocean  steamers. 

It  is  further  provided,  That  any  person  holding  a  li- 
cense as  chief  mate,  who  has  had  two  years'  service  in 
the  capacity  of  second  mate,  or  watch  officer  actually  in 
charge  of  a  bridge  watch  since  receiving  such  license  as 
chief  mate,  shall  be  entitled  to  examination  for  master's 
license. 

Second  Mate  of  Ocean  Steamers. 

35.  No    original    license    for    second    mate    of    ocean 
steamers  shall  be  issued  to  any  person  hereafter  who  has 
not  had  three  years'  experience  on  such  steam  vessels,  two 
years  of  which  shall  have  been  as  watch  officer  or  quar- 
termaster, or  two  of  the  three  years'  experience  required 
may  be  on  the  school-ship  St.  Marys  or  some  other  simi- 
lar vessel,  as  indicated  by  his  graduating  certificate,  or  he 
must  have  had  three  years'  experience  on  ocean  sail  ves- 
sels of  300  gross  tons  and  over,  one  year  of  which  shall 
have  been  as  second  mate  of  such  sail  vessels  of  700 
gross  tons  and  upward :  Provided,  That  any  person  hold- 
ing a   second   mate's   license   who   has   had   two   years' 
experience  on  the  same  as  watch  officer  shall  be  entitled 
to  an  examination  for  chief  mate's  license. 

Third  Mate  of  Ocean  Steamers. 

36.  No  person  shall  receive  an  original  license  as  third 
of  ocean  steamers  who  has  not  had  three  years' 


215 


experience  on  ocean  or  coastwise  steam  vessels  or  sail 
vessels  of  300  gross  tons  and  upward  as  cadet  or  able 
seaman,  or  two  of  the  three  years'  experience  required 
may  be  on  the  school-ship  St.  Marys,  or  some  other  simi- 
lar vessel,  as  indicated  by  his  graduating  certificate :  Pro- 
vided, That  any  person  holding  a  license  as  third  mate 
who  has  had  two  years'  experience  on  said  license  as 
quartermaster  on  vessels  of  2,500  gross  tons  and  over 
shall  be  entitled  to  examination  for  second  mate's  license. 

37.  No  original  license  as  chief  mate  of  ocean  steamers, 
as 'second  mate  of  ocean  steamers,  or  as  third  mate  of 
ocean  steamers  shall  be  issued  to  any  person  who  does 
not  understand  navigation  and  who  is  not  able  to  deter- 
mine a  ship's  position  at  sea  by  observation  of  the  sun,  to 
obtain  longitude  by  chronometer,  and  to  determine  ship's 
latitude  by  altitude  of  either  the  sun,  moon,  or  stars ;  said 
examination  to  be  in  writing  and  to  be  kept  on  file  in  the 
office  of  the  local  inspectors  issuing  the  license. 

Mate  of   Ocean  and   Coastwise  Steamers  of  500  Tons 
and  Under. 

38.  Any  first-class  seaman  who  has  had  three  years' 
experience  on  the  deck  of  a  sail  vessel  and  one  year's  ex- 
perience in  the  deck  department  of  a  steam  vessel  shall 
be  eligible  for  an  examination  for  license  as  second  mate 
of  ocean  and  coastwise  steamers  of  500  gross  tons  and 
under. 

Mates  of  Coastwise  Steamers. 

39.  Any  person  who  has  been  licensed  as  second  mate 
of  ocean  steamers,  having  had  one  year's  experience  as 


such,  may  have  his  license  indorsed  to  act  as  chief  mate 
of  coastwise  steamers  without  further  examination. 

Any  person  holding  a  license  as  first-class  pilot  of  lake, 
bay,  or  sound  steamers  may  have  his  license  indorsed  to 
act  as  chief  mate  of  coastwise  steamers :  Provided,  That 
the  applicant  has  had  at  least  one  year's  experience  as 
mate,  quartermaster,  or  wheelsman  of  steam  vessels  upon 
the  waters  of  the  Atlantic  coast,  Pacific  coast,  or  the  Gulf 
of  Mexico,  which  experience  must  have  been  obtained 
within  three  years  preceding  his  appliction  for  such  in- 
dorsement, and  this  fact  must  be  verified  by  satisfactory 
documentary  evidence  to  be  filed  in  the  office  of  the 
local  inspectors;  and  the  applicant  shall  only  be  subjected 
to  such  examination  in  writing  as  shall  satisfy  the  local 
inspectors  that  he  is  capable  of  navigating  the  steamer. 
Inspectors  shall  state  in  the  indorsement  on  the  license 
the  coastwise  waters  that  the  applicant  is  qualified  to  act 
upon  as  chief  mate.  Any  person  who  has  had  three  years' 
experience  in  the  deck  department  of  a  steam  vessel  shall 
be  eligible  for  examination  for  license  as  chief  mate  of 
coastwise  steamers  upon  the  waters  of  the  Atlantic 
coast,  Pacific  coast,  and  the  Gulf  of  Mexico. 

Mates  of  Inland  or  River  Steamers. 

40.  Whenever  any  person  presents  himself  for  exami- 
nation for  license  as  mate  of  inland  or  river  steamers  the 
local  inspectors  shall  examine  him  as  to  his  knowledge, 
experience,  and  skill  in  loading  cargo  and  in  handling  and 
stowage  of  freight,  his  knowledge  of  the  operation  and 
handling  of  fire  apparatus,  the  launching  and  handling 


217 


of  lifeboats,  his  knowledge  of  life-preservers  and  the 
method  of  adjusting  them,  his  ability  to  manage  the  crew 
and  direct  and  advise  the  passengers  in  case  of  emer- 
gency, and  his  general  familiarity  with  his  duties  in  main- 
taining discipline  and  protecting  the  passengers,  and  if 
found  qualified  they  shall  grant  him  a  license  as  such, 
but  no  such  license  shall  be  granted  to  any  person  who 
has  not  had  at  least  two  years'  experience  in  the  deck 
department  of  a  steam  vessel. 

First-Class  Pilots. 

41.  No  original  license  as  first-class  pilot  shall  be  is- 
sued to  any  person  hereafter  who  has  not  had  three  years' 
experience  in  the  deck  department  of   a   steam  vessel, 
motor  vessel,   sail   vessel,   or  barge   consort :   Provided, 
That  on  the  Mississippi  and  tributary  rivers  one  year  of 
such  required   experience  must  have  been   in  the   pilot 
house  as  steersman. 

Second-Class  and  Special  Pilots. 

42.  No  original  license  as  second-classs  pilot  shall  be 
issued  to  any  person  who  has  not  had  three  years'  experi- 
ence in  the  deck  department  of  a  steam  vessel,  motor  ves- 
sel, sail  vessel,  or  barge  consort :  Provided,  That  on  the 
Mississippi   and  tributary   rivers   one  year  of   such   re- 
quired experience  must  have  been  in  the  pilot  house  as 
steersman. 

43.  The  navigation  of  every  steamer  above  100  gross 
tons  shall  be  under  the  control  of  a  first-class  pilot,  and 
every  such  pilot   shall  be  limited  in  his  license  to  the 


218 


particular  service  for  which  he  is  adapted.  Special 
pilots  may  also  be  licensed  for  steamers  of  10  gross  tons 
and  under,  locally  employed. 

44.  A  first-class  or  second-class  pilot  may  be  allowed  to 
take  charge  of  a  steamer  not  exceeding  100  gross  tons.    A 
second-class  pilot  may  be  authorized  by  the  indorsement 
of  the  local  inspectors  granting  the  license  to  act  in  charge 
of  a  watch  on  any  steamer. 

45.  All  passenger  and  ferry  steamers  shall,  in  addition 
to  the  regular  pilot  on  watch,  have  one  of  the  crew  also 
on  watch,  in  or  near  the  pilot  house ;  and  this  rule  applies 
to  all  steamers  navigating  in  the  nighttime. 

46.  No  original  license  for  pilot  of  any  route  shall  be 
issued  to  any  person,  except  for  special  license  for  steam- 
ers of  10  gross  tons  and  under,  who  has  not  served  at 
least  three  years  in  the  deck  department  of  a  steamer, 
motor  vessel,  sail  vessel,  or  barge  consort,  one  year  of 
which   experience   must  have  been  obtained  within  the 
three  years  next  preceding  the  date  of  application  for 
license,  which  fact  the  inspectors  may  require,  when  prac- 
ticable, to  be  verified  by  the  certificate,  in  writing,  of  the 
licensed  master  or  pilot  under  whom  the  applicant  has 
served,  such  certificate  to  be  filed  with  the  application  of 
the  candidate. 

47.  Pilots  of  steam  vessels,  while  in  the  discharge  of 
their  duties,  must  be  governed  by  the  rules  of  the  Board 
of  Supervising  Inspectors,  made  for  their  guidance,  and 
not  by  any  instructions  emanating  from  any  inspector  or 
other  person. 

48.  Whenever  any  pilot  applies  to  a  board  of  local  in- 


219 


specters  for  an  extension  of  his  pilot's  route,  he  shall 
make  written  application,  by  letter,  stating  the  extension 
desired,  and  he  shall  be  examined,  in  writing,  on  the  aids 
to  navigation  on  said  extension,  and,  if  found  qualified, 
shall  receive  such  extension. 

49.  No  original  license  as  master,  mate,  or  pilot  of  any 
vessel  propelled  in  whole  or  in  part  by  steam,  gas,  fluid, 
naphtha,   alco-vapor,   electric,   or   other   like   motors,   or 
master  or  mate  of  sail  vessels,  shall  be  granted  except  on 
the  official  certificate  of  a  surgeon  of  the  Public  Health 
and  Marine-Hospital   Service  that  the  applicant  is  free 
from  the  defect  known  as  color  blindness.     No  renewal 
of  license  shall  be  granted  to  any  officer  of  the  classes 
named  who  has  not  been  previously  examined  and  passed 
for  color  blindness. 

Any  person  requiring  examination  for  color  blindness 
who  is  living  at  a  distance  of  100  miles  or  more  from 
a  surgeon  of  the  Public  Health  and  Marine-Hospital  Ser- 
vice may  be  examined  for  color  blindness  by  any  reput- 
able physician ;  and  the  physician  shall  furnish  a  duplicate 
report  of  the  examination  made  upon  the  regulation 
blanks,  one  copy  of  which  shall  be  furnished  the  appli- 
cant and  the  other  sent  to  the  local  inspectors  of  steam 
vessels  to  whom  the  applicant  shall  apply  for  such  original 
QT  renewal  of  license. 

50.  It  shall  be  the  duty  of  the  officer  in  charge  of  every 
steamer  carrying  passengers  to  cause  to  be  prepared  a 
station  bill  for  his  own  department,  and  one  also  for  the 
engineer's  ^department,  in  which  shall  be  assigned  a  post 
or  station  of  duty  for  every  person  employed  on  board 


220 


such  steamer  in  case  of  fire  or  other  disaster ;  which  sta- 
tion bills  shall  be  placed  in  the  most  conspicuous  places  on 
board  for  the  observation  of  the  crew.  And  it  shall  be 
the  duty  of  such  master,  or  of  the  mate  or  officer  next  in 
command,  once  at  least  in  each  week,  to  call  all  hands  to 
quarters  and  exercise  them  in  the  discipline,  and  in  the 
urilashing  and  swinging  out  of  the  lifeboats,  weather  per- 
mitting, and  in  the  use  of  the  fire  pumps  and  all  other 
apparatus  for  the  safety  of  life  on  board  of  such  vessel, 
with  especial  regard  for  the  drill  of  the  crew  in  the 
method  of  adjusting  life-preservers  and  educating  pas- 
sengers and  others  in  this  procedure  and  to  see  that  all 
the  equipments  required  by  law  are  in  complete  working 
order  for  immediate  use;  and  the  fact  of  the  exercise  of 
the  crew,  as  herein  contemplated,  shall  be  entered  upon 
the  steamer's  log  book,  stating  the  day  of  the  month  and 
hour  when  so  exercised;  and  it  shall  be  the  duty  of  the 
inspectors  to  require  the  officers  and  crew  of  all  such  ves- 
sels to  perform  the  aforesaid  drills  and  discipline  in  the 
presence  of  the  said  inspectors  at  intervals  sufficiently 
frequent  to  assure  the  said  inspectors  by  actual  observa- 
tion that  the  foregoing  requirements  of  this  section  are 
complied  with;  the  master  shall  also  report  monthly  to 
the  local  inspectors  the  day  and  date  of  such  exercise  and 
drill,  the  condition  of  the  vessel  and  her  equipment,  and 
also  the  number  of  passengers  carried,  and  any  neglect 
or  omission  on  the  part  of  the  officer  in  command  of  such 
steamer  to  strictly  enforce  this  rule  shall  be  deemed  cause 
for  the  suspension  or  revocation  of  the  license  of  such 
officer. 


221 


The  general  fire-alarm  signal  shall  be  a  continuous 
rapid  ringing  of  the  ship's  bell  for  a  period  of  not  less 
than  20  seconds,  and  this  signal  shall  not  be  used  for  any 
other  purpose  whatsoever. 

Three  copies  of  this  section  shall  be  furnished  every 
steamer  carrying  passengers,  to  be  framed  under  glass 
and  posted  in  conspicuous  places  about  the  vessel. 

51.  It  shall  be  the  duty  of  the  mate  of  every  inland  or 
river  steamer  carrying  passengers  to  assign  to  deck  or 
steerage  passengers  the  space  they  may  occupy  on  board 
during  the  voyage,  and  to  supervise,  the  stowage  of  freight 
or  cargo,  and  see  that  the  space  set  apart  for  passengers  is 
not  encroached  upon.  He  shall  also  carefully  examine 
all  packages  of  freight  delivered  on  board  for  shipment, 
with  a  view  to  detect  and- prevent  any  combustible  or 
other  dangerous  articles  prohibited  by  law  being  delivered 
on  board.  Three  copies  of  this  section  shall  be  furnished 
every  steamer  to  which  this  section  applies,  to  be  framed 
under  glass  and  posted  in  conspicuous  places  about  the 
steamer,  one  of  which  shall  be  on  the  main  deck. 

RULE  VI.— INSPECTION  OF  STEAMERS. 

i.  The  annual  inspection  of  any  vessel  subject  to  the 
provisions  of  Title  LII,  Revised  Statutes  of  the  United 
States,  must  be  made  only  on  written  application,  pre- 
sented to  the  United  States  local  inspectors  by  the  owner, 
master,  or  authorized  agent  of  the  vessel  to  be  inspected. 
Such  application  must  state  upon  its  face  that  previous 
application  for  inspection  has  not  been  made  to  any  other 
board  of  ( local  inspectors  or  supervising  inspector. 


222 


2.  Steam  vessels  employed  by  the  Government,  -unless 
the  titles  of  the  same  are  actually  vested  in  the  United 
States,  are  not  exempt  from  inspection. 

3.  Inspectors  may  lawfully  inspect  within  their  respec- 
tive districts,  upon  proper  application,  any  vessel  running 
upon  the  waters  of  their  district  the  certificate  of  whch 
is  about  to  expire. 

4.  In  the  inspection  of  the  hulls  of  vessels,  if  the  in- 
spector shall  not  have  satisfactory  evidence  otherwise  of 
the  soundness  of  the  timber,  he  shall  not  give  a  certificate 
until  the  hull  of  the  vessel  shall  be  bored  to  his  satisfac- 
tion. 

5.  Whenever  any  vessel  is  placed  upon  the  dock  for  re- 
pairs it  shall  be  the  duty  of  the  master,  owner,  or  agent 
to  report  the  same  to  the  board  of  local  inspectors  of  that 
district,  so  that  a  thorough  inspection  may  by  them  be 
made  to  determine  what  is  necessary  to  make  such  vessel 
seaworthy  if  the  condition  or  age  of  the  vessel,  in  the 
judgment  of   the  inspectors,   renders   such   examination 
necessary. 

6.  Certificates  of  inspection  signed  by  one  local  in- 
spector only  shall  not  be  valid,  nor  shall  the  name  of  a 
regular  inspector  be  substituted  by  that  of  any  other  per- 
son upon  any  such  certificate.     This  rule  also  applies  to 
licenses. 

7.  Certificates  of  inspection  for  any  period  less  than 
one  year  shall  not  be  issued,  but  nothing  herein  shall  be 
construed  as  preventing  the  revocation  or  suspension  of 
certificates  of  inspection,  in  case  the  same  be  allowed  by 
law,  or  from  preventing  local  inspectors  from  inspecting 


223 


vessels  for  renewal  of  certificate,  upon  due  application  in 
writing,  at  any  time  not  exceeding  sixty  days  of  expira- 
tion of  current  certificate  of  inspection,  providing  the 
same  can  be  done  without  greater  expense  than  would  be 
incurred  if  taking  place  when  inspection  is  regularly  due, 
and  that  such  inspection  shall  not  interfere  with  other,  in- 
spections regularly  falling  due  at  the  same  time.  This 
rule,  however,  is  not  to  be  construed  as  preventing  the 
inspection  of  any  vessel  at  an  earlier  period  than  sixty 
days  anterior  to  the  expiration  of  the  vessel's  certificate, 
when  such  vessel  has  been  practically  rebuilt,  or  when 
necessary  "for  the  purpose  of  concentrating  the  work  of 
the  inspectors  within  certain  given  periods"  (Department 
decision  7703,  August  17,  1886,  p.  216,  Manual,  edition 
1890)  for  the  purpose  of  saving  traveling  expenses. 

Local  inspectors  issuing  a  permit  to  any  vessel  to  pro- 
ceed to  other  ports  for  repairs  must  state  upon  the  face 
of  the  same  the  conditions  upon  which  it  is  granted  and 
whether  the  vessel  is  to  be  allowed  to  carry  freight  or 
passengers,  the  quantity  and  number :  Provided,  however, 
That  no  vessel  whose  certificate  has  expired  will  be  per- 
mitted to  carry  passengers  or  freight  while  en  route  to 
another  port  for  repairs. 

When,  under  section  4456,  Revised  Statutes  of  the 
United  States,  vessels  obtain  a  permit  from  the  local  in- 
spectors of  a  district  to  go  from  their  district  to  another 
to  make  repairs,  said  local  inspectors  shall  notify  the 
supervising  inspector  of  their  district,  stating  the  repairs 
to  be  made  on  said  vessels.  The  supervising  inspector 
shall  notify  the  supervising  inspector  of  the  district  where 


224 


such  repairs  are  to  be  made,  furnishing  him  a  copy  of  the 
report  of  the  inspectors  indicating  the  repairs  ordered  on 
said  vessels. 

RULE  VIL— FERRYBOATS. 

1.  Steam  vessels  employed  as  a  means  of  crossing  any 
river,  or  other  similar  water,  in  continuation  of  any  estab- 
lished highway,  shall  be  considered  ferryboats  under  the 
law,  and  the  navigation  of  such  vessels  must  be  confined 
to  the  ferry  routes  specified  in  the  inspection  certificate 
issued ;  but  such  vessels  may  be  permitted,  under  excur- 
sion permits,  to  go  beyond  their  authorized  routes  with 
passengers  only,  or  without  such  permit,  to  lighten  or 
relieve  vessels  in  distress. 

2.  All  ferryboats  of  more  than  75  gross  tons  carrying 
passengers   for  hire,   whose  construction   is  commenced 
after  December  31,   1908,  shall  be  supplied  with  a  suf- 
ficient number  of  water-tight  bulkheads  to  float  the  ves- 
sel if  the  largest  compartment  is  filled  with  water. 

3.  All   ferryboats  of   50  gross  tons  or  over  shall  be 
equipped  with  such  lifeboats,  life  rafts,  outside  ladders, 
and  other  means  of  escape,  in  case  of  disaster,  as,  in  the 
opinion  of  the  inspectors,  shall  meet  the  requirements  of 
each  particular  case.     But  in  no  case  shall  the  cubic  feet 
of  boat  capacity  be  less  than  that  provided  in  the  follow- 
ing table : 

Cubic  feet 

Ferryboats  of  50  and  not   over  300  gross  tons 120 

Ferryboats  over  300  and   not  over  600  gross   tons 240 

Ferryboats   over   600   gross    tons 360 

Provided,  That  on  ferryboats  of  more  than  300  gross 


225 


tons,  one-half  the  boat  capacity  required  may  be  substi- 
tuted by  its  equivalent  in  approved  life  rafts. 

Ferryboats  of  less  than  50  gross  tons  shall  be  equipped 
with  boats  or  rafts  as  in  the  opinion  of  the  inspectors  may 
be  necessary  in  case  of  disaster  to  secure  the  safety  of  all 
persons  on  board. 

4.  All  ferryboats  shall  be  equipped  with  a  life-preserver 
(or  float  where  the  same  is  allowed  by  law)   for  every 
7  square  feet  of  passenger  deck  surface  on  single-deck 
ferryboats  and  for  every  12  square  feet  of  such  deck  sur- 
face on  ferryboats  haying  more  than  one  passenger  deck, 
and  such  life-preservers  or  floats  shall  be  distributed  in 
the  most  accessible  places,  where  they  can  be  reached  at 
all  times,  and  it  shall  be  the  duty  of  the  local  inspectors 
to  see  that  all  the  life-preservers  or  floats  are  marked  with 
the  name  of  the  vessel  having  the  same  on  board. 

All  ferryboats  shall  be  provided  with  the  same  fire 
apparatus  required  on  passenger  steamers  of  equal  ton- 
nage. 

5.  All  barges  in  tow  of  steamers  used  for  transferring 
persons  on  any  lake,  bay,  sound,  or  river  shall  be  provided 
with  the  same  life-saving  appliances  as  required  for  pas- 
senger steamers. 

All  towed  barges  used  for  transferring  railroad  passen- 
ger cars  on  any  lake,  bay,  sound,  or  river,  with  passengers 
in  cars,  shall  be  required  to  have  the  same  life-saving  ap- 
pliances as  required  by  section  17  of  Rule  III. 

All  car  ferry  steamers  engaged  in  transferring  passen- 
ger cars,  with  passengers  in  cars,  shall  be  equipped  as 
ferryboats,  excepting  that  the  number  of  life-preserver? 


220 


required  shall  equal  the  number  of  persons  carried :  Pro- 
vided, That  where  wooden  life  floats  are  allowed  by  law 
they  may  be  used  instead  of  life-preservers. 

It  shall  be  the  duty  of  the  master  of  any  such  barge  or 
steamer  to  see  that  all  of  the  doors  of  the  cars  are  un- 
locked and  vestibules  of  the  cars  are  open  while  the  same 
are  on  the  barge  or  steamer  to  allow  the  persons  so  car- 
ried free  egress  at  all  times. 

RULE  VIIL— EXCURSION  STEAMERS  AND  BARGES. 

1.  If  the  master,  agent,  or  owner  of  any  passenger  or 
ferry  steamer  desires  a  permit  to  engage  in  excursions., 
the  inspectors,  upon  the  written  application  of  such  mas- 
ter, agent,  or  owner,  which  application  must  be  accom- 
panied by  an  affidavit  that  the  proper  equipment  is  on 
board,  may  issue  the  same,  stating  the  number  of  extra 
passengers  the  boat  may  carry  with  safety,  the  route  she 
may  run,  and  the  kind  and  extra  number  of  life-saving 
appliances  with  which  she  is  provided.    The  permit,  when 
used,  must  be  framed  under  glass  and  exposed  to  the 
view  of  the  passengers,  in  connection  with  the  certificate 
of  inspection. 

2.  Passenger     steamers    making    excursions    on    the 
Northern  and  Northwestern  lakes,  bays,  or  rivers,  or  on 
waters  of  the  Atlantic  and  Pacific  coasts  and  rivers  flow- 
ing into  the  same,  and  rivers  whose  waters  flow  into  the 
Gulf  of  Mexico,  shall  have,  in  addition  to  their  regular 
life-saving  equipments,  a  life-preserver   (or  float  where 
the  same  is  allowed  by  law),  made  in  accordance  with  the 
rules  of  the  Board,  or  their  equivalent  in  other  approved 


221 


life-saving  appliances,,  for  each  additional  passenger  al- 
lowed. 

3.  Steamers  making  excursions  under  a  permit  must 
have  at  least  one  lifeboat  or  life  raft,  in  addition  to  the 
equipment  required  by  the  tables,  so  carried  as  to  best 
secure  the  safety  of  those  on  board  in  case  of  disaster. 

All  barges  carrying  excursions  under  permit  and  in  tow 
shall  be  required  to  carry  a  master,  and  shall  also  carry 
not  less  than  two  competent  men  in  deck  crew  for  each 
500  persons  or  fraction  thereof  carried  on  the  barge. 

4.  Every  barge  carrying  passengers  in  tow  and  engaged 
in  excursions  shall  be  supplied  with  one  life-preserver  or 
one  float  for  each  passenger  carried,  and  must  have  ten 
buckets,  three  axes,  and  two  yawl  boats  of  not  less  than 
100  cubic  feet  capacity  each,  one  of  which  boats  must  be 
manned   and   towed  in   such  manner   as  to  best   afford 
prompt  relief  and  assistance  in  case  of  accident  or  disas- 
ter. 

Steamers  or  barges  carrying  passengers  on  excursions 
must  have  their  extra  life-saving  appliances  and  equip- 
ments plainly  marked  with  the  vessel's  name,  and  must 
have  the  life-preservers  and  floats  so  distributed  before 
leaving  the  wharf  or  dock  as  to  be  at  all  times  within 
easy  reach  of  the  persons  carried. 

It  shall  be  the  duty  of  the  master  of  each  sail  vessel  or 
towed  barge  of  over  100  tons  carrying  passengers  for  hire 
to  expose  under  glass  two  copies  of  the  certificate  of  in- 
spection in  conspicuous  places  in  the  vessel  where  they 
will  be  most  likely  to  be  observed  by  passengers  and 
others. 


228 


5.  When  any  ferryboat  leaves  her  ferry  route  to  engage 
in  excursions  she  shall  be  required  to  carry  the  same  offi- 
cers, crew,  and  equipment  as  required  by  other  excursion 
steamers. 

RULE  IX.— DUTIES  OF  INSPECTORS. 

6.  Local    inspectors,    at    their    annual    inspections    of 
steam  boilers,   shall   remove   from  the   surface  of  such 
boilers  as  are  covered  so  much  of  said  covering  as  may 
be   necessary  to   enable  them  to   examine  parts   of   the 
boilers  which  can  not  be  properly  examined  from  the  in- 
side, and  shall  examine  in  a  thorough  and  careful  man- 
ner, when  practicable,  either  externally  or  internally,  all 
parts  of  the  shell  of  every  boiler ;  and  the  masters,  engi- 
neers, and  owners  of  every  steam  vessel  shall  afford  every 
facility  necessary  to  carry  out  in  the  most  effective  and 
efficient  manner  the  provisions  of  this  section,  and  in  no 
case  shall  an  intermediate  inspection  be  deemed  any  part 
of  the  regular  annual  inspection. 

The  local  inspectors  shall,  when  issuing  a  certificate  of 
inspection,  specify  therein  or  thereon  the  number,  class, 
or  kind  of  licensed  officers  and  crew  required  to  navigate 
the  vessel  with  safety  at  all  times,  but  should  the  master 
or  owner  desire  to  operate  the  vessel  not  more  than  thir- 
teen hours  out  of  the  twenty-four  in  any  one  day,  the 
local  inspectors  shall  endorse  on  the  certificate  of  inspec- 
tion the  number  and  class  or  kind  of  licensed  officers  and 
crew  that  are  necessary  for  such  reduced  period  of  navi- 
gation. 

8.  It  shall  also  be  the  duty  of  the  inspectors  to  compd 


229 


all  floating  structures,  such  as  steam  elevators  (propelled 
by  their  own  motive  power),  to  have  their  whistles 
located  on  the  f.ront  side  of  such  superstructures  having 
an  elevation  higher  than  the  pilot  house  of  the  vessels. 

9.  All  steam  whistles  shall  be  placed  not  less  than  6  feet 
above  the  top  of  the  pilot  house  of  steam  vessels  where 
the  height  of  the  smokestack  will  admit  the  attachment  of 
same  below  its  top,  when  not  hinged  for  passing  under 
bridges,  except  upon  steamers  navigating  the  Red  River 
of  the  North,  and  rivers  whose  waters  flow  into  the  Gulf 
of  Mexico,  and  steamers  of  less  than  100  gross  tons, 
whose  steam  whistles  shall  be  placed  not  less  than  2  feet 
above  the  tops  of  their  pilot  houses,  and  all  double-end 
ferry  steamers,  and  steamers  similarly  constructed,  shall 
have  a  steam  whistle  both  fore  and  aft  of  the  smoke  pipe, 
so  that  the  steam,  when  whistle  is  blown,  can  be  seen 
from  either  end  of  steamer ;  and  it  shall  be  the  duty  of  in- 
spectors to  enforce  this  rule  at  the  annual  inspection. 

10.  It  shall  be  the  duty  of  both  the  hull  and  boiler  in- 
spectors to  be  present  when  the  boiler  is  being  tested  by 
hydrostatic  pressure,  and  the  hull  inspector,  as  well  as  the 
boiler  inspector,   shall   observe   and   note  the   indication 
upon  the  gauge. 

It  shall  also  be  the  duty  of  both  the  hull  and  boiler  in- 
spectors to  examine  all  pumps,  hose,  and  other  fire  appa- 
ratus and  to  see  the  hose  is  subjected  to  a  pressure  of 
100  pounds  to  the  square  inch  and  that  the  hose  couplings 
are  securely  fastened  in  accordance  with  these  rules. 

It  shall  be  the  duty  of  all  local  inspectors  to  require  all 
ocean  steamers  of  500  gross  tons  and  upward  to  he 


230 


equipped  with  an  efficient  deep-sea  sounding  apparatus,  in 
addition  to  the  ordinary  deep-sea  hand  lead. 

-  14.  When  it  is  known  or  comes  to  the  knowledge  of  the 
local  inspectors  that  any  steam  vessel  is  or  has  been  carry- 
ing an  excess  of  steam  beyond  that  which  is  allowed  by 
her  certificate  of  inspection,  the  local  inspectors  in  whose 
district  said  steamer  is  being  navigated,  in  addition  to  re- 
porting the  fact  to  the  United  States  district  attorney  for 
prosecution  under  section  4437,  Revised  Statutes  of  the 
United  States,  shall  require  the  owner  or  owners  of  said 
steamer  to  place  on  the  boiler  of  said  steamer  a  lockup  safety 
ralve  that  will  prevent  the  carrying  of  an  excess  of  steam 
and  shall  be  under  the  control  of  said  local  inspectors. 

On  the  placing  of  a  lockup  safety  valve  upon  any  boiler, 
it  shall  be  the  duty  of  the  engineer  in  charge  of  same  to 
blow  or  cause  the  said  valve  to  blow  off  steam  at  least 
once  in  each  watch  of  six  hours  or  less,  to  determine 
whether  the  valve  is  in  working  order,  and  it  shall  be  the 
duty  of  the  master  of  such  vessel  to  see  that  this  rule  is 
observed,  and  it  shall  be  the  duty  of  the  master  and  engi- 
neer to  report  to  the  local  inspectors  any  failure  of  such 
valve  to  operate. 

In  case  no  such  report  is  made,  and  a  safety  valve  is 
found  that  has  been  tampered  with  or  out  of  order,  the 
license  of  the  engineer  having  such  boiler  in  charge  and 
the  license  of  the  master  of  such  vessel  shall  be  suspended 
or  revoked. 

It  shall  be  the  duty  of  the  local  inspectors  to  send  a 
copy  of  this  rule  to  every  steamer  in  their  district  when 
said  copies  are  furnished  by  the  Department. 


231 


15.  All  official  records  and  official  documents  on  file 
in  the  office  of  any  supervising  inspector  or  board  of  local 
inspectors,  after  official  action  thereon  has  been  con- 
cluded, may  be  open  to  public  inspection  and  examina- 
tion:  Provided,  That  such  inspection  or  examination* be 
made  in  the  office  to  which  such  official  records  and  docu- 
ments belong. 

RULE  X.— MISCELLANEOUS. 

i.  Steamers  using  the  gong  signals  between  the  pilot 
house  and  engine  room  shall  have  a  tube,  of  proper  size, 
so  arranged  as  to  return  the  sound  of  the  gong  to  the 
pilot  house,  and  must  also  be  provided  with  a  speaking 
tube  or  other  device  for  the  purpose  of  conversation  be- 
tween pilot  house  and  engine  room. 

Nothing  in  the  above  shall  be  construed  to  prevent  the 
use  of  the  so-called  telegraph  now  in  use  for  conveying 
signals  from  the  pilot  house  to  the  engine  room,  but  in 
all  cases  where  the  telegraph  is  used  the  signal  shall  be 
repeated  back. 

On  steamers  where  the  distance  is  more  than  150  feet 
between  deck  houses,  a  wire  cable  shall  be  stretched  be- 
tween the  deck  houses  at  all  times  when  the  vessel  is 
loaded  and  being  navigated,  this  cable  to  be  not  less  than 
5  feet  from  the  deck ;  and  there  shall  be  attached  at  all 
times  to  the  cable  a  traveler  with  a  line  of  sufficient  con- 
tinuous length  to  insure  its  operation,  in  order  that  com- 
munication between  both  ends  of  the  vessel  may  be  facili- 
tated at  all  times.  Failure  to  have  such  cable  stretched 
and  traveler  attached  at  all  times  when  the  vessel  is 


232 


loaded  and  being  navigated  shall  be  sufficient  cause  for 
the  suspension  of  the  license  of  the  master  or  officer  in 
charge. 

On  all  steamers  where  the  distance  is  more  than  150 
feet  between  perpendiculars  of  pilot  house  and  forward 
part  of  the  engine  room,  there  shall  be  communication  by 
means  of  a  telephone  between  the  pilot  house  and  engine 
room,  such  telephone  to  be  installed  in  lieu  of  .a  speaking 
tube. 

2.  Motor  vessels  of  any  tonnage  other  than  steam  ves- 
sels shall  be  provided  with  a  whistle  to  be  blown  by  com- 
pressed air  or  other  power,  to  give  the  necessary  whistle 
signals  to  passing  vessels. 

Load  Line  of  Seagoing  Steam  Vessels. 

3.  Local  inspectors  shall  limit  the  draft  of  water  on  all 
inspected  seagoing  vessels,  and  note  the  same  on  the  face 
of  the  certificate  of  inspection. 

The  owner,  agent,  or  master  of  every  inspected  sea- 
going vessel  shall  indicate  the  draft  of  water  at  which  he 
shall  deem  his  vessel  safe  to  be  loaded  for  the  trade  she 
is  engaged  in,  which  limit,  as  indicated,  shall  be  stated 
in  the  vessel's  certificate  of  inspection,  and  it  shall  be  un- 
lawful for  such  vessel  to  be  loaded  deeper  than  stated 
in  said  certificate. 

The  master  of  every  seagoing  vessel  shall,  whenever 
leaving  port,  enter  the  maximum  draft  of  his  vessel  in  the 
log,  and  the  master  shall  be  held  responsible  that  the  au- 
thorized draft  is  not  exceeded. 

4.  None  of  the  inflammable  articles  specified  in  section 


233 


4472>  Revised  Statutes,  or  oil  that  will  not  stand  a  fire 
test  of  300°  F.  shall  be  used  as  stores  on  any  pleasure 
steamer  or  steamer  carrying  passengers,  except  that  ves- 
sels not  carrying  passengers  for  hire  may  transport  gaso- 
line or  any  of  the  products  of  petroleum  for  use  as  a 
source  of  motive  power  for  the  motor  boats  or  launches 
of  such  vessels. 

5.  Refined  petroleum  which  will  not  ignite  at  a  tem- 
perature of  less  than  110°  F.  may,  upon  routes  where 
there  is  no  other  practicable  mode  of  transporting  it,  be 
carfied  on  passenger  steamers ;  but  it  shall  not  be  lawful 
to  receive  on  board  or  transport  any  petroleum  unless  the 
owner  or  master  of  the  steamer  shall  have  first  received 
from  the  inspectors  a  permit  designating  the  place  or 
places  on  such  steamer  in  which  the  same  may  be  carried 
or  stowed,  with  the  further  condition  that  the  permit  shall 
be  conspicuously  posted  on  the  steamer. 

6.  Refined  petroleum  must  not  in  any  case  be  received 
on  board  or  carried  unless  it  is  put  up  in  good  iron-bound 
casks  or  barrels  or  in  good  metallic  cans  or  vessels,  care- 
fully packed  in  boxes,  and  the  casks,  barrels,  or  boxes 
plainly  marked  on  the  heads  thereof  with  the  shipper's 
name,  the  name  of  the  article,  and  the  degree  of  tempera- 
ture (Fahrenheit)  at  which  the  petroleum  will  ignite. 

7.  All  steamers  navigating  the  ocean  during  the  night- 
time shall  have  a  lookout  at  or  near  the  bow  and  one 
watchman  in  each  cabin  and  steerage. 

8.  All    passenger    steamers    navigating    rivers,    lakes, 
bays,  and  sounds  in  the  nighttime  shall  have  a  watchman 
on  each  deck  below  the  hurricane  deck,  including  the 


234 


cabins,  such  as  are  accessible  to  the  passengers  and  crew 
when  under  way ;  and  a  lookout  at  the  bow,  excepting  on 
steamboats  navigating  the  waters  emptying  into  the  Gulf 
of  Mexico,  having  hurricane  decks  that  terminate  abaft 
the  stem.  Then  the  lookout  shall  be  stationed  on  the  for- 
ward part  of  such  hurricane  deck,  who  shall  perform  no 
other  duty  between  sunset  and  sunrise. 

9.  STARTING,  STOPPING,  AND  BACKING  SIGNALS  FOR 
STEAM  VESSELS  NAVIGATING  THE  WATERS  OF  THE  EIGHTH 
AND  NINTH  SUPERVISING  INSPECTION  DISTRICTS,  AND  SO 
MUCH  OF  LAKE  SUPERIOR  AS  IS  INCLUDED  IN  THE  FIFTH 
DISTRICT. 

The  eighth  district  embraces  all  the  waters  of  the  lakes 
north  and  west  of  Lake  Erie,  with  their  tributaries,  except 
the  portion  of  Lake  Superior  which  is  bounded  by  the 
states  of  Minnesota  and  Wisconsin,  and  also  includes  the 
upper  portion  of  the  Illinois  River  down  to  and  including 
Peoria,  111. 

The  ninth  district  embraces  all  the  waters  of  Lakes 
Erie,  Ontario,  Champlain,  Memphremagog,  and  the  river 
St.  Lawrence,  and  their  tributaries. 

There  shall  be  used  between  the  master  or  pilot  and 
engineer  the  following  code  of  signals,  to  be  made  by  bell 
or  whistle,  namely : 
i   whistle  or  i  bell ' Go   ahead. 

1  whistle  or  i  bell ' Stop. 

2  whistles  or  2  bells liack. 

3  whistles  or  3  bells Check. 

4  whistles  or  4  bells Strong. 

4  whistles  or  4  bells All  right. 


235 


Two  whistles  or  two  bells  shall  always  mean  back,  irre- 
spective of  other  signals  previously  given. 

The  signals  between  the  pilot  house  and  engine  room 
on  Alaskan  rivers  shall  be  as  follows : 

When  at  rest,  i  jingle Stand  by. 

i  stroke  of  gong Ahead  full  speed. 

2.  strokes  of  gong Astern  full  speed. 

i  stroke  of  gong Stop  when  going 

ahead  or  astern. 

1  stroke  of  gong  and  i  jingle. Ahead  half  speed. 

2  strokes  of  gong  and  i  jingle ..Astern  half  speed 

When  going  astern  or  ahead  half  speed, 

i   jingle , . .  .Full   speed. 

When  going  astern  or  ahead  full  speed, 

1  jingle Half  speed. 

When  going  ahead  or  astern,  any  speed, 

2  jingles. Very  slow. 

10.  Any  master  or  pilot  of  any  steam  vessel  who  shall 
flash  or  cause  to  be  flashed  the  rays  of  the  searchlight 
into  the  pilot  house  of  a  passing  vessel  shall  be  deemed 
guilty  of  misconduct  and  shall  be  liable  to  have  his  license 
suspended  or  revoked. 

11.  The  efficient  fog  bell  required  upon  vessels  by  law 
shall  be  held  to  mean  a  bell  not  less  than  8  inches  in  diam- 
eter from  outside  to  outside,  and  constructed  of  bronze 
or  brass  or  other  material  equal  thereto  in  tone  and  vol- 
ume of  sound. 

12.  Unnecessary  sounding  of  the  steam  whistle  is  pro- 
hibited within  anv  harbor  limits  of  the  United  States. 


236 


Whenever  any  licensed  officer  in  charge  of  any  steamer 
authorizes  or  permits  such  unnecessary  whistling,  upon 
conviction  thereof  before  any  board  of  inspectors  having 
jurisdiction  such  officer  shall  be  suspended  from  acting 
under  his  license  as  the  inspectors  trying  the  case  may 
deem  proper. 

RULES  OF  PRACTICE  FOR  THE  GOVERNMENT  OF  SUPERVISING 
AND  LOCAL  INSPECTORS  OF  STEAM  VESSELS  IN  TRIALS  OF 
LICENSED  OFFICERS  OF  VESSELS. 

I.  APPLICATION  AND  ISSUE  OF  LICENSES. 

1.  Application  for  original  license  shall  be  made  on  the 
prescribed  forms,  and  comply  with  the  requirements  of 
lav/.  • 

2.  Inspectors  will  furnish  applicants  with  a  written  or 
printed  notice  of  the  time  and  place  of  examination. 

3.  If  the  inspectors  shall  decline  to  grant  the  applicant 
the  license  asked  for  they  shall  furnish  him  a  statement,  in 
writing,  setting  forth  the  cause  of  their  refusal  to  grant 
the  same. 

II.  SUSPENSION  AND  REVOCATION  OF  LICENSES. 

1.  The  inspectors  shall,  when  charges  have  been  duly 
filed  against  a  licensed  officer  of  vessel,  furnish  the  ac- 
cused with  a  copy  thereof,,  setting  forth  specifically  their 
character  and  the  section  of  the  statutes  or  the  rules  of 
the  board  that  have  been  violated. 

2.  Subpoenas  shall  be  in  the  prescribed  form,  one  copy 
of  which  shall  be  furnished  each  witness. 


237 


3.  All  testimony  shall  be  reduced  to  writing.     The  ac- 
cused shall  be  permitted  to  cross-examine  witnesses,  and 
in  case  of  exceptions  to  questions  for  any  cause  the  in- 
spectors shall  note  the  exceptions  in  the  margin  of  the 
deposition.     The  deposition  shall  be  signed  by  the  wit- 
ness and  sworn  to  before  an  officer  authorized  to  adminis- 
ter oaths. 

4.  The  accused  may  have  the  hearing  of  the  case  con- 
tinued upon  the  presentation  of  reasons  satisfactory  to 
the  board,  and  the  board  may,  in  like  manner,  continue 
the  hearing  from  day  to  day. 

5.  During  the  trial  the  witnesses   shall   be   examined 
separately,  but  if  the  accused  is  also  a  witness  he  shall 
not  be  subject  to  this  rule. 

6.  At  any  time  before  the  conclusion  of  the  evidence 
the  charge  or  charges,  if  being  tried  on  charges,  may  be 
amended,  notice  of  said  amendment  being  furnished  to 
the  accused  of  the  nature  of  such  amendment,  but  no 
amendment  shall  be  permitted  after  the  conclusion  of  the 
evidence. 

7.  Where    the    witnesses    reside    in    a    district    other 
than  that  in  which  the  accused  is  being  tried,  a  certified 
copy  of  the  charges,  together  with  such  interrogatories 
as    the    inspectors    desire    to    propound,    may    be    for- 
warded to  the  inspectors  of  the  district  where  the  wit- 
nesses reside,  and  said  inspectors  shall  examine  the  wit- 
nesses in  the  same  manner  as  prescribed  in  section  3  of 
this  rule. 

8.  The  testimony  thus  taken  shall  be  forwarded  to  the 
inspectors  investigating  the  case  and  read  as  evidence  in 


238 


the  cause,  th'e  same  as  though  such  testimony  had  been 
taken  by  the  inspectors  trying  the  same. 

9.  The  inspectors  will  furnish  the  accused  with  a  state- 
ment in  writing  of  their  finding  in  the  premises. 

10.  The  inspectors  shall  record  in  a  well-bound  book, 
to  be  furnished  by  the  Department  for  that  purpose,  the 
charge  or  charges  against  the  accused,  the  testimony  of  all 
witnesses  and  their  decision  in  the  premises,  which  record 
shall  be  verified  by  their  signatures. 

III.  APPEAL  TO  SUPERVISING  INSPECTORS. 

1.  The  supervising  inspector,  upon  notice  of  an  appeal 
from  the  decision  of  the  local  board,  provided  said  notice 
of  appeal  shall  be  made  within  thirty  days  from  the  date 
of  the  decision  of  the  local  board,  shall  give  notice  in 
writing  to  said  local  board  to  forward  a  certified  copy  of 
their  decision,  together  with  the  charges  and  all  evidence 
in  writing  on  file  in  their  office. 

2.  The  supervising  inspector  shall  then  proceed  to  in- 
vestigate the  case  under  the  same  rules  prescribed  for  the 
trial  of  the  accused  by  the  local  board. 

3.  The  testimony  taken  before  the  local  board  may  be 
considered  by  the  supervising  inspector  for  the  purpose 
of  determining  whether  the  finding  of  the  local  board  is 
justified  by  the  evidence,  and  he  shall  have  power  to 
remand  the  same  for  explanation  or  correction. 

4.  Upon  the  conclusion  of  the  case  the  supervising  in- 
spector shall  furnish  the  appellant  with  a  notice  of  his 
finding  in  like  manner  as  prescribed  for  local  inspectors. 


239 


REVISED  INTERNATIONAL  RULES  TO  PREVENT 
COLLISIONS  AT  SEA. 

The  following  New  Rules  for  the  Navigation  of  the 
High  Seas,  the  outcome  of  the  International  Marine  Con- 
ference, held  in  Washington,  D.  C.,  during  the  winter  of 
1889^90,  were  approved  by  Congress,  and  signed  by  the 
President,  August  19,  1890.  The  act  will  take  effect 
on  July  i,  1897. 

ACT  OF  AUGUST  19,^1890,  TO  ADOPT  REGULA- 
TIONS FOR  PREVENTING  COLLISIONS  AT 
SEA,  AS  AMENDED  BY  THE  ACTS  OF 
MAY  28,  1894,  AUGUST  13,  1894,  AND 
JUNE  10,  1896. 

Be  it  enacted  by  the  Senate  and  House  of  Representa- 
tives of  the  United  States  of  America  in  Congress  as- 
sembled, That  the  following  regulations  for  preventing 
collisions  at  sea  shall  be  followed  by  all  public  and  private 
vessels  of  the  United  States  upon  the  high  seas  and  in 
all  waters  connected  therewith,  navigable  by  sea-going 
vessels. 

Preliminary. 

In  the  following  rules  every  steam  vessel  which  is 
under  sail  and  not  under  steam  is  to  be  considered  a  sail- 
ing vessel,  and  every  vessel  under  steam,  whether  under 
sail  or  not,  is  to  be  considered  a  steam  vessel. 

The  word  "steam  vessel"  shall  include  any  vessel  pro- 
pelled by  machinery. 

A  vessel  is  "under  way"  within  the  meaning  of  these 


240 


rules  when  she  is  not  at  anchor,  or  made  fast  to  the  shore, 
or  aground. 

The  word  "visible"  in  these  rules,  when  applied  to 
lights,  shall  mean  visible  on  a  dark  night  with  a  clear 
atmosphere. 

Lights  to  be  Exhibited  from  Sunset  to  Sunrise. 

ARTICLE  i.  The  rules  concerning  lights  shall  be  com- 
plied with  in  all  weathers  from  sunset  to  sunrise,  and  dur- 
ing such  time  no  other  lights  which  may  be  mistaken  for 
the  prescribed  lights  shall  be  exhibited. 

Steamer's  Masthead  Light. 

ART.  2.     A  steam  vessel  when  under  way  shall  carry : 

(a)  On  or  in  front  of  the  foremast,  or  if  a  vessel  with- 
out a  foremast,  then  in  the  fore  part  of  the  vessel,  at  a 
height  above  the  hull  of  not  less  than  twenty  feet,  and 
if  the  breadth  of  the  vessel  exceeds  twenty  feet,  then  at  a 
height  above  the  hull  not  less  than  such  breadth,  so,  how- 
ever, that  the  light  need  not  be  carried  at  a  greater  height 
above  the  hull  than  forty  feet,  a  bright  white  light,  so 
constructed  as  to  show  an  unbroken  light  over  an  arc  of 
the  horizon  of  twenty  points  of  the  compass,  so  fixed  as 
to  throw  the  light  ten  points  on  each  side  of  the  vessel, 
namely,  from  right  ahead  to  two  points  abaft  the  beam  on 
either  side,  and  of  such  a  character  as  to  be  visible  at  a 
distance  of  at  least  five  miles. 

Steamer's  Side-Lights. 

(b)  On  the  starboard  side  a  green  light  so  constructed 


241 


as  to  show  an  unbroken  light  over  an  arc  of  the  horizon 
of  ten  points  of  the  compass,  so  fixed  as  to  throw  the  light 
from  right  ahead  to  two  points  abaft  the  beam  on  the  star- 
board side,  and  of  such  a  character  as  to  be  visible  at  a 
distance  of  at  least  two  miles. 

(c)  On  the  port  side  a  red  light  so  constructed  as  to 
show  an  unbroken  light  over  an  arc  of  the  horizon  of  ten 
points  of  the  compass,  so  fixed  as  to  throw  the  light  from 
right  ahead  to  two  points  abaft  the  beam  on  the  port  side, 
and  of  such  a  character  as  to  be  visible  at  a  distance  of 
at  least  two  miles. 

(d)  The  said  green  and  red  side-lights  shall  be  fitted 
with  inboard  screens  projecting  at  least  three  feet  for- 
ward from  the  light,  so  as  to  prevent  these  lights  from 
being  seen  across  the  bow. 

An  Additional  White  Light  may  be  Carried  by  Steamers 
When  Under  Way. 

(e)  A  steam  vessel  when  under  way  may  carry  an  ad- 
ditional white  light,  similar  in  construction  to  the  light 
mentioned  in  subdivision    (a).     These  two  lights   shall 
be  so  placed  in  line  with  the  keel  that  one  shall  be  at  least 
fifteen  feet  higher  than  the  other,  and  in  such  a  position 
with  reference  to  each  other  that  the  lower  light  shall  be 
forward  of  the  upper  one.     The  vertical  distance  between 
these  lights  shall  be  less  than  the  horizontal  distance. 

Steamer's  Towing1  Lights. 

ART.  3.     A  steam  vessel  when  towing  another  vessel 
shall,  in  addition  to  her  side-lights,  carry  two  bright  white 


242 


lights  in  a  vertical  line  one  over  the  other,  not  less  than 
six  feet  apart,  and  when  towing  more  than  one  vessel  shall 
carry  an  additional  bright  white  light  six  feet  above  or 
below  such  light,  if  the  length  of  the  tow  measuring  from 
the  stern  of  the  towing  vessel  to  the  stern  of  the  last  ves- 
sel towed  exceeds  six  hundred  feet.  Each  of  these  lights 
shall  be  of  the  same  construction  and  character,  and  shall 
be  carried  in  the  same  position  as  the  white  light  men- 
tioned in  article  two  (a),  excepting  the  additional  light, 
which  may  be  carried  at  a  height  of  not  less  than  fourteen 
feet  above  the  hull. 

Such  steam  vessel  may  carry  a  small  white  light  abaft 
the  funnel  or  aftermast  for  the  vessel  towed  to  steer  by, 
but  such  light  shall  not  be  visible  forward  of  the  beam. 

Lights  for  Vessels  Not  Under  Command. 

ART.  4  (a).  A  vessel  which  from  any  accident  is  not 
under  command  shall  carry  at  the  same  height  as  a  white 
light  mentioned  in  article  two  (a),  where  they  can  best 
be  seen,,  and  if  a  steam  vessel  in  lieu  of  that  light,  two 
red  lights,  in  a  vertical  line  one  over  the  other,  not  less 
than  six  feet  apart,  and  of  such  a  character  as  to  be  vis- 
ible all  around  the  horizon  at  a  distance  of  at  least  two 
miles ;  and  shall  by  day  carry  in  a  vertical  line  one  over 
the  other,  not  less  than  six  feet  apart,  where  they  can  best 
be  seen,  two  black  balls  or  shapes,  each  two  feet  in 
diameter. 

Vessels  Laying  Telegraph  Cables. 

(b)  A  vessel  employed  in  laying  or  in  picking 
up  a  telegraph  cable  shall  carry  in  the  same  position  as 


243 


the  white  light  mentioned  in  article  two  (a),  and  if  a 
steam  vessel,  in  lieu  of  that  light,  three  lights  in  a  ver- 
tical line  one  over  the  other  not  less  than  six  feet  apart. 
The  highest  and  lowest  of  these  lights  shall  be  red,  and 
the  middle  light  shall  be  white,  and  they  shall  be  of  such 
a  character  as  to  be  visible  all  around  the  horizon,  at  a 
distance  of  at  least  two  miles.  By  day  she  shall  carry 
in  a  vertical  line,  one  over  the  other,  not  less  than  six  feet 
apart,  where  they  can  best  be  seen,  three  shapes  not  less 
than  two  feet  in  diameter,  of  which  the  highest  and  low- 
est shall  be  globular  in  shape  and  red  in  color,  and  the 
middle  one  diamond  in  shape  and  white. 

When  to  Carry  Side-Lights. 

(r)  The  vessel  referred  to  in  this  article,  when  not 
making  way  through  the  water,  shall  not  carry  the  side- 
lights, but  when  making  way  shall  carry  them. 

(d)  The  lights  and  shapes  required  to  be  shown  by  this 
irticle  are  to  be  taken  by  other  vessels  as  signals  that  the 
vessel  showing  them  is  not  under  command  and  cannot 
therefore  get  out  of  the  way. 

These  signals  are  not  signals  of  vessels  in  distress  and 
requiring  assistance.  Such  signals  are  contained  in  ar- 
ticle thirty-one. 

Lights  for  Sailing  Vessels  Under  Way  and  Vessels 
Being  Towed. 

ART.  5.  A  sailing  vessel'  under  way  and  any  vessel 
being  towed  shall  carry  the  same  lights  as  are  prescribed 
by  article  two  for  a  steam  vessel  under  way,  with  the  ex- 


244 


ceptlon  of  the  white  lights  mentioned  therein,  which  they 
shall  never  carry. 

Portable  Lights  for  Small  Vessels  Under  Way. 

ART.  6.  Whenever,  as  in  the  case  of  small  vessels 
under  way  during  bad  weather,  the  green  and  red. side 
lights  cannot  be  fixed,  these  lights  shall  be  kept  at  hand, 
lighted  and  ready  for  use ;  and  shall,  on  the  approach  of 
or  to  other  vessels,  be  exhibited  on  their  respective  sides 
in  sufficient  time  to  prevent  collision,  in  such  manner  as 
to  make  them  most  visible,  and  so  that  the  green  light 
shall  not  be  seen  on  the  port  side  nor  the  red  light  on  the 
starboard  side,  nor,  if  practicable,  more  than  two  points 
abaft  the  beam  on  their  respective  sides. 

To  make  the  use  of  these  portable  lights  more  certain 
and  easy,  the  lanterns  containing  them  shall  each  be 
painted  outside  with  the  color  of  the  light  they  respect- 
ively contain,  and  shall  be  provided  with  proper  screens. 

Lights  Prescribed  Respectively  for  All  Vessels  Under 
Forty  Tons. 

"ART.  7.  Steam  vessels  of  less  than  forty,  and  vessels 
under  oars  or  sails  of  less  than  twenty  tons  gross  tonnage, 
respectively,  and  rowing  boats,  when  under  way,  shall  not 
be  required  to  carry  the  lights  mentioned  in  article  two 
(a),  (fr),  and  (c),  but  if  they  do  not  carry  them  they 
shall  be  provided  with  the  following  lights : 

"First.  Steam  vessels  of  less  than  forty  tons  shall 
carry — 

"(a)  In  the  fore  part  of  the  vessel,  or  on  or  in  front  of 


245 


the  funnel,  where  it  can  best  be  seen,  and  at  a  height 
above  the  gunwale  of  not  less  than  nine  feet,  a  bright 
white  light  constructed  and  fixed  as  prescribed  in  article 
two  (a),  and  of  such  a  character  as  to  be  visible  at  a  dis- 
tance of  at  least  two  miles. 

"(b)  Green  and  red  side  lights  constructed  and  fixed 
as  prescribed  in  article  two  (&)  and  (c),  and  of  such  a 
character  as  to  be  visible  at  a  distance  of  at  least  one 
mile,  or  a  combined  lantern  showing  a  green  light  and  a 
red  light  from  right  ahead  to  two  points  abaft  the  beam 
on  their  respective  sides.  Such  lanterns  shall  be  carried 
not  less  than  three  feet  below  the  white  light. 

"Second.  Small  steamboats,  such  as  are  carried  by 
seagoing  vessels,  may  carry  the  white  light  at  a  less 
height  than  nine  feet  above  the  gunwhale,  but  it  shall  be 
carried  above  the  combined  lantern  mentioned  in  sub- 
division one  (£>). 

"Third.  Vessels  under  oars  or  sails  of  less  than  twenty 
tons  shall  have  ready  at  hand  a  lantern  with  a  green 
glass  on  one  side  and  a  red  glass  on  the  other,  which,  on 
the  approach  of  or  to  other  vessels,  shall  be  exhibited  in 
sufficient  time  to  prevent  collision,  so  that  the  green  light 
shall  not  be  seen  on  the  port  side  nor  the  red  light  on  the 
starboard  side. 

"Fourth.  Rowing  boats,  whether  under  oars  or  sails, 
shall  have  ready  at  hand  a  lantern  showing  a  white  light 
which  shall  be  temporarily  exhibited  in  sufficient  time 
to  prevent  collision. 

"The  vessels  referred  to  in  this  article  shall  not  be 
obliged  to  carry  the  lights  prescribed  by  article  four  (a) 


246 


and  article  eleven,  last  paragraph." — [Act  of  May  28, 
1894.] 

Lights  for  Pilot  Vessels. 

ART.  8.  Pilot  vessels  when  engaged  on  their  station 
on  pilotage  duty  shall  not  show  the  lights  required  for 
other  vessels,  but  shall  carry  a  white  light  at  the  mast- 
head, visible  all  around  the  horizon,  and  shall  also  exhibit 
a  flare-up  light  or  flare-up  lights  at  short  intervals,  which 
shall  never  exceed  fifteen  minutes. 

On  the  near  approach  of  or  to  other  vessels  they  shall 
have  their  side  lights  lighted,  ready  for  use  and  shall 
flash  or  show  them  at  short  intervals,  to  indicate  the 
direction  in  which  they  are  heading,  but  the  green  light 
shall  not  be  shown  on  the  port  side,  nor  the  red  light  on 
the  starboard  side. 

A  pilot  vessel  of  such  class  as  to  be  obliged  to  go  along- 
side of  a  vessel  to  put  a  pilot  on  board  may  show  the 
white  light  instead  of  carrying  it  at  the  masthead,  and 
may,  instead  of  the  colored  lights  above  mentioned,  have 
at  hand,  ready  for  use,  a  lantern  with  a  green  glass  on  the 
one  side  and  a  red  glass  on  the  other,  to  be  used  as  pre- 
scribed above. 

Pilot  vessels  when  not  engaged  on  their  station  on  pilot- 
age duty  shall  carry  lights  similar  to  those  of  other  ves- 
sels of  their  tonnage. 

Lights  for  Fishing  Vessels. 

ART.  9.  (Article  nine,  act  of  August  19,  1890,  was 
repealed  by  act  of  May  28,  1894,  and  article  ten,  act  of 


247 


March  3,  1885,  was  re-enacted  in  part  as  follows,  by  act 
of  August  13,  1894,  and  is  reproduced  here  as  article 
nine :) 

Fishing  vessels  of  less  than  twenty  tons  net  registered 
tonnage,  when  under  way  and  when  not  having  their  nets, 
trawls,  dredges,  or  lines  in  the  water,  shall  not  be  obliged 
to  carry  the  colored  side  lights ;  but  every  vessel  shall 
in  lieu  thereof  have  ready  at  hand  a  lantern  with  a  green 
glass  on  the  one  side  and  a  red  glass  on  the  other  side, 
and  on  approaching  to  or  being  approached  by  another 
vessel  such  lantern  shall  be  exhibited  in  sufficient  time 
to  prevent  collision,  so  that  the  green  light  shall  not  be 
seen  on  the  port  side  nor  the  red  light  on  the  starboard 
side. 

The  following  portion  of  this  article  applies  only  to 
fishing  vessels  and  boats  when  in  the  sea  off  the  coast  of 
Europe  lying  north  of  Cape  Finisterre : 

(a)  All  fishing  vessels  and  fishing  boats  of  twenty  tons 
net  registered  tonnage  or  upward,  when  under  way  and 
when  not  having  their  nets,  trawls,  dredges,  or  lines  in 
the  water,  shall  carry  and  show  the  same  lights  as  other 
vessels  under  way. 

Lights  for  Vessels  Fishing  With  Drift  Nets. 

(b)  All  vessels  when  engaged  in  fishing  with  drift-nets 
shall  exhibit  two  white  lights  from  any  part  of  the  vessel 
where  they  can  be  best  seen.     Such  lights  shall  be  placed 

"  so  that  the  vertical  distance  between  them  shall  be  not  less 
than  six  feet  and  not  more  than  ten  feet,  and  so  that  the 
horizontal  distance  between  them,  measured  in  a  line  with 


248 


the  keel  of  the  vessel,  shall  be  not  less  than  five  feet  and 
not  more  than  ten  feet.  The  lower  of  these  two  lights 
shall  be  the  more  forward,  and  both  of  them  shall  be  of 
such  a  character  and  contained  in  lanterns  of  such  con- 
struction as  to  show  all  around  the  horizon,  on  a  dark 
night,  with  a  clear  atmosphere,  for  a  distance  of  not  less 
than  three  miles. 

Lights  for  Vessels  Engaged  in  Trawling. 

(c)  All   vessels  when  trawling,   dredging,   or  fishing 
with  any  kind  of  drag-nets  shall  exhibit,  from  some  part 
of  the  vessel  where  they  can  be  best  seen,  two  lights. 
One  of  these  lights  shall  be  red  and  the  other  shall  be 
white.     The  red  light  shall  be  above  the  white  light,  and 
shall  be  at  a  vertical  distance  from  it  of  not  less  than  six 
feet  and  not  more  than  twelve  feet;    and  the  horizontal 
distance  between  them,  if  any,  shall  not  be  more  than  ten 
feet.     These  two  lights  shall  be  of  such  a  character  and 
contained  in  lanterns  of  such  construction  as  to  be  visible 
all  around  the  horizon,  on  a  dark  night,  with  a  clear  at- 
mosphere, the  white  light  to  a  distance  of  not  less  than 
three  miles  and  the  red  light  of  not  less  than  two  miles. 

Lights  for  Vessels  and  Boats  When  Line-Fishing,  etc. 

(d)  A  vessel  employed  in  line-fishing,  with  her  lines 
out,  shall  carry  the  same  lights  as  a  vessel  when  engaged 
in  fishing  with  drift-nets. 

(e)  If  a  vessel,  when  fishing  with  a  trawl,  dredge,  or 
any  kind  of  drag-net,  becomes  stationary  in  consequence 
of  her  gear  getting  fast  to  a  rock  or  other  obstruction, 


249 


she  shall  show  the  light  and  make  the  fog  signal  for  a 
vessel  at  anchor. 

(/)  Fishing  vessels  may  at  any  time  use  a  flare-up  in 
addition  to  the  lights  which  they  are  by  this  article  re- 
quired to  carry  and  show.  All  flare-up  lights  exhibited 
by  a  vessel  when  trawling,  dredging,  or  fishing  with  any 
kind  of  drag-net  shall  be  shown  at  the  after  part  of  the 
vessel,  excepting  that  if  the  vessel  is  hanging  by  the  stern 
to  her  trawl,  dredge,  or  drag-net  they  shall  be  exhibited 
from  the  bow. 

(g)  Every  fishing  vessel  when  at  anchor  between  sun- 
set and  sunrise  shall  exhibit  a  white  light,  visible  all 
around  the  horizon  at  a  distance  of  at  least  one  mile. 

Fog  Signals  for  Fishing  Vessels. 

(h)  In  a  fog  a  drift-net  vessel  attached  to  her  nets,  and 
a  vessel  when  trawling,  dredging,  or  fishing  with  any 
kind  of  drag-net,  and  a  vessel  employed  in  line-fishing 
with  her  lines  out,  shall,  at  intervals  of  not  more  than  two 
minutes,  make  a  blast  with  her  fog-horn  and  ring  her  bell 
alternately.  [Art.  10,  Act  March  3,  1885.] 

Light  for  Vessel  Being  Overtaken. 

ART.  10.  A  vessel  which  is  being  overtaken  by  another 
shall  show  from  her  stern  to  such  last-mentioned  vessel 
a  white  light  or  a  flare-up  light. 

The  white  light  required  to  be  shown  by  this  article 
may  be  fixed  and  carried  in  a  lantern,  but  in  such  case  the 
lantern  shall  be  so  constructed,  fitted,  and  screened  that  it 
shall  throw  an  unbroken  light  over  an  arc  of  the  horizon 


250 


of  twelve  points  of  the  compass — namely,  for  six  points 
from  right  aft  on  each  side  of  the  vessel,  so  as  to  be  visible 
at  a  distance  of  at  least  one  mile.  Such  light  shall  be  car- 
ried as  nearly  as  practicable  on  the  same  level  as  the 
side  lights.  " 

Lights  for  Vessels  at  Anchor. 

ART.  ii.  A  vessel  under  one  hundred  and  fifty  feet  in 
length,  when  at  anchor,  shall  carry  forward,  where  it  can 
best  be  seen,  but  at  a  height  not  exceeding  twenty  feet 
above  the  hull,  a  white  light  in  a  lantern  so  constructed 
as  to  show  a  clear,  uniform,  and  unbroken  light  visible 
all  around  the  horizon  at  a  distance  of  at  least  one  mile. 

A  vessel  of  one  hundred  and  fifty  feet  or  upward  in 
length,  when  at  anchor,  shall  carry  in  the  forward  part 
of  the  vessel,  at  a  height  of  not  less  than  twenty  and  not 
exceeding  forty  feet  above  the  hull,  one  such  light,  and  at 
or  near  the  stern  of  the  vessel,  and  at  such  a  height  that  it 
shall  be  not  less  than  fifteen  feet  lower  that  the  forward 
light,  another  such  light. 

The  length  of  a  vessel  shall  be  deemed  to  be  the  length 
appearing  in  her  certificate  of  registry. 

A  vessel  aground  in  or  near  a  fair- way  shall  carry  the 
above  light  or  lights  and  the  two  red  lights  prescribed 
by  article  four  (a). 

Methods  to  be  Employed  for  Attracting  Attention. 

ART.  12.  Every  vessel  may,  if  necessary  in  order  to 
attract  attention,  in  addition  to  the  lights  which  she  is  by 
these  rules  required  to  carry,  show  a  flare-up  light  or  use 


251 


any  detonating  signal  that  cannot  be  mistaken  for  a  dis- 
tress signal. 

Special  Lights  for  Squadrons  and  Convoys,  and  Private 
Night  Signals. 

ART.  13.  Nothing  in  these  rules  shall  interfere  with 
the  operation  of  any  special  rules  made  by  the  Govern- 
ment of  any  nation  with  respect  to  additional  station  and 
signal-lights  for  two  or  more  ships  of  war  or  for  vessels 
sailing  under  convoy,  or  with  the  exhibition  of  recogni- 
tion signals  adopted  by  ship-owners,  which  have  been 
authorized  by  their  respective  Governments  and  duly 
registered  and  published. 

Day-Time  Signal  for  Steam  Vessel  Under  Sail  Only. 

.  ART.  14.  A  steam  vessel  proceeding  under  sail  only 
but  having  her  funnel  up,  shall  carry  in  day-time,  for- 
ward, where  it  can  best  be  seen,  one  black  ball  or  shape 
two  feet  in  diameter. 

Fog  Signals  for  Vessels  Under  Way. 

ART.  15.  All  signals  prescribed  by  this  article  for  ves- 
sels under  way  shall  be  given  : 

First.     By  "steam  vessels"  on  the  whistle  or  siren. 

Second.  By  "sailing  vessels"  and  "vessels  towed"  on 
the  fog  horn. 

The  words  "prolonged  blast"  used  in  this  article  shall 
mean  a  blast  of  from  four  to  six  seconds'  duration. 

A  steam  vessel  shall  be  provided  with  an  efficient 
whistle  or  siren,  sounded  by  steam  or  by  some  substitute 


for  steam,  so  placed  that  the  sound  may  not  be  intercepted 
by  any  obstruction,  and  with  an  efficient  fog  horn,  to  be 
sounded  by  mechanical  means,  and  also  with  an  efficient 
bell.  (In  all  cases  where  the  rules  require  a  bell  to  be 
vised  a  drum  may  be  substituted  on  board  Turkish  ves- 
sels, or  a  gong  where  such  articles  are  used  on  board  small 
sea-going  vessels.)  A  sailing  vessel  of  twenty  tons  gross 
tonnage  or  upward  shall  be  provided  with  a  similar  fog 
horn  and  bell. 

In  fog,  mist,  falling  snow,  or  heavy  rainstorms,  whether 
by  day  or  night,  the  signals  described  in  this  article  shall 
be  used  as  follows — namely : 

(a)  A  steam  vessel  having  way  upon  her  shall  sound, 
at  intervals  of  not  more  than  two  minutes,  a  prolonged 
blast. 

(b)  A  steam  vessel  under  way,  but  stopped,  and  hay- 
ing no  way  upon  her,  shall  sound,  at  intervals  of  not  more 
than  two  minutes,  two  prolonged  blasts,  with  an  interval 
of  about  one  second  between. 

(c)  A  sailing  vessel  under  way  shall  sound,  at  inter- 
vals of  not  more  than  one  minute,  when  on  the  starboard 
tack,  one  blast ;  when  on  the  port  tack,  two  blasts  in  suc- 
cession, and  when  with  the  wind  abaft  the  beam,  three 
blasts  in  succession. 

Fog:  Signals  for  Vessels  at  Anchor. 

(d)  A  vessel  when  at  anchor  shall,  at  intervals  of  not 
more  than  one  minute,  ring  the  bell  rapidly  for  about  five 
seconds. 


253 


Fog  Signals  for  Vessels  Towing:  and  Being;  Towed. 

(e)  A  vessel  when  towing,  a  vessel  employed  in  laying 
or  in  picking  up  a  telegraph  cable,  and  a  vessel  under  way 
which  is  unable  to  get  out  of  the  way  of  an  approaching 
vessel  through  being  not  under  command,  or  unable  to 
manoeuvre  as  required  by  th£  rules,  shall,  instead  of  the 
signals  prescribed  in  subdivision  (a)  and  (c)  of  this 
article,  at  intervals  of  not  more  than  two  minutes,  sound 
three  blasts  in  succession — namely,  one  prolonged  blast 
followed  by  two  short  blasts.  A  vessel  towed  may  give 
this  signal  and  she  shall  not  give  any  other. 

Sailing  vessels  and  boats  of  less  than  twenty  tons  gross 
tonnage  shall  not  be  obliged  to  give  the  above-mentioned 
signals,  but,  if  they  do  not,  they  shall  make  some  other 
efficient  sound  signals  at  intervals  of  not  more  than  one 
minute. 

[Approved  June  10,  1896.] 

Speed  of  Ships  to  be  Moderate  in  Fog. 

ART.  1 6.  Every  vessel  shall,  in  a  fog,  mist,  falling 
snow,  or  heavy  rainstorms,  go  at  a  moderate  speed,  hav- 
ing careful  regard  to  the  existing  circumstances  and 
conditions. 

A  steam  vessel  hearing,  apparently  forward  of  her 
beam,  the  fog  signal  of  a  vessel  the  position  of  which  is 
not  ascertained,  shall,  so  far  as  the  circumstances  of  the 
case  admit,  stop  her  engines,  and  then  navigate  with  cau- 
tion until  danger  of  collision  is  over. 


254 


Steering:  and  Sailing  Rules  for  Sailing  Vessels. 

Risk  of  collision  can,  when  circumstances  permit,  be 
ascertained  by  carefully  watching  the  compass  bearing 
of  an  approaching  vessel.  If  the  bearing  does  not  ap- 
preciably change,  such  risk  should  be  deemed  to  exist. 

ART.  17,  When  two  sailing  vessels  are  approaching 
one  another,  so  as  to  involve  risk  of  collision,  one  of  them 
shall  keep  out  of  the  way  of  the  other,  as  follows — 
namely : 

(a)  A  vessel  which  is  running  free  shall  keep  out  of 
the  way  of  a  vessel  which  is  close-hauled. 

(b)  A  vessel  which  is  close-hauled  on  the  port  tack 
shall  keep  out  of  the  way  of  a  vessel  which  is  close-hauled 
on  the  starboard  tack. 

(c)  When  both  are  running  free,  with  the  wind  on 
different  sides,  the  vessel  which  has  the  wind  on  the  port 
side  shall  keep  out  of  the  way  of  the  other. 

(d)  When  both  are  running  free,  with  the  wind  on 
the  same  side,  the  vessel  which  is  to  the  .windward  shall 
keep  out  of  the  way  of  the  vessel  which  is  to  the  leeward. 

(e)  A  vessel  which  has  the  wind  aft  shall  keep  out  of 
the  way  of  the  other  vessel. 

Two  Steam  Vessels  Meeting  End  On. 

ART.  1 8.  When  two  steam  vessels  are  meeting  end 
on,  or  nearly  end  on,  so  as  to  involve  risk  of  collision, 
each  shall  alter  her  course  to  starboard,  so  that  each  may 
pass  on  the  port  side  of  the  other. 

This  article  only  applies  to  cases  where  vessels  are 


255 


meeting  end  on,  or  nearly  end  on,  in  such  a  manner  as  to 
involve  risk  of  collision,  and  does  not  apply  to  two  ves- 
sels which  must,  if  both  keep  on  their  respective  courses, 
pass  clear  of  each  other. 

The  only  cases  to  which  it  does  apply  are  .when  each 
of  the  two  vessels  is  end  on,  or  nearly  end  on,  to  the 
other;  in  other  words,  to  cases  in  which,  by  day,  each 
vessel  sees  the  masts  of  the  other  in  a  line,  or  nearly  in  a 
line,  with  her  own ;  and  by  night,  to  cases  in  which  each 
vessel  is  in  such  a  position  as  to  see  both  the  side  lights 
of  the  other. 

It  does  not  apply  by  day  to  cases  in  which  a  vessel  sees 
another  ahead  crossing  her  own  course;  or  by  night,  to 
cases  where  the  red  light  of  one  vessel  is  opposed  to  the 
red  light  of  the  other,  or  where  the  green  light  of  one  ves- 
sel is  opposed  to  the  green  light  of  the  other,  or  where  a 
red  light  without  a  green  light,  or  a  green  light  without 
a  red  light,  is  seen  ahead,  or  where  both  green  and  red 
lights  are  seen  anywhere  but  ahead. 

Two  Steam  Vessels  Crossing. 

ART.  19.  When  two  steam  vessels  are  crossing,  so  as 
to  involve  risk  of  collision,  the  vessel  which  has  the  other 
on  her  own  starboard  side  shall  keep  out  of  the  way  of 
the  other. 

Steam  Vessels  and  Sailing  Vessels  Meeting. 
ART.  20.     When  a  steam  vessel  and  a  sailing  vessel  are 
proceeding  in  such  directions  as  to  involve  risk  of  colli- 
sion, the  steam  vessel  shall  keep  out  of  the  way  of  the 
sailing  vessel. 


250 


One  Vessel  to  Keep  Out  of  the  Way. 

ART.  21.  Where,  by  any  of  these  rules,  one  of  two 
vessels  is  to  keep  out  of  the  way,  the  other  shall  keep  her 
course  and  speed. 

NOTE. — When,  in  consequence  of  thick  weather  or 
other  causes,  such  vessel  finds  herself  so  close  that  colli- 
sion cannot  be  avoided  by  the  action  of  the  giving-way 
vessel  alone,  she  also  shall  take  such  action  as  will  best 
aid  to  avert  collision.  (See  articles  twenty-seven  and 
twenty-nine.)  [Act  of  May  28,  1894.] 

One  Vessel  to  Avoid  Crossing  Another's  Bow. 

ART.  22.  Every  vessel  which  is  directed  by  these  rules 
to  keep  out  of  the  way  of  another  vessel  shall,  if  the  cir- 
cumstances of  the  case  admit,  avoid  crossing  ahead  of 
the  other. 

Steam  Vessel  to  Slacken  Speed  if  Necessary,  etc. 
ART.   23.     Every   steam   vessel   which   is   directed   by 
these  rules  to  keep  out  of  the  way  of  another  vessel  shall, 
on  approaching  her,  if  necessary,  slacken  her  speed  or 
stop  or  reverse. 

Vessel  Overtaking:  Another. 

ART.  24.  Notwithstanding  anything  contained  in 
these  rules  every  vessel,  overtaking  any  other,  shall  keep 
out  of  the  way  of  the  overtaken  vessel. 

Every  vessel  coming  up  with  another  vessel  from  any 
direction  more  than  two  points  abaft  her  beam — that  is, 
in  such  a  position,  with  reference  to  the  vessel  which  she 


257 


is  overtaking  that  at  night  she  would  be  unable  to  see 
either  of  that  vessel's  side  lights,  shall  be  deemed  to  be 
an  overtaking  vessel ;  and  no  subsequent  alteration  of  the 
bearing  between  the  two  vessels  shall  make  the  overtak- 
ing vessel  a  crossing  vessel  within  the  meaning  of  these 
rules,  or  relieve  her  of  the  duty  of  keeping  clear  of  the 
overtaken  vessel  until  she  is  finally  past  and  clear. 

As  by  day  the  overtaking  vessel  cannot  always  know 
with  certainty  whether  she  is  forward  of  or  abaft  this 
direction  from  the  other  vessel  she  should,  if  in  doubt, 
assume  that  she  is  an  overtaking  vessel  and  keep  out  of 
the  way. 

Steam  Vessels  in  Narrow  Channels  to  Keep  to  Starboard. 

ART.  25.  In  narrow  channels  every  steam  vessel  shall, 
when  it  is  safe  and  practicable,  keep  to  that  side  of  the 
fair-way  or  mid-channel  which  lies  on  the  starboard  side 
of  such  vessel. 

Sailing:  Vessels  to  Keep  Out  of  the  Way  of  Fishing: 
Boats,  etc. 

ART.  26.  Sailing  vessels  under  way  shall  keep  out  of 
the  way  of  sailing  vessels  or  boats  fishing  with  nets,  or 
lines,  or  trawls.  This  rule  shall  not  give  to  any  vessel 
or  boat  engaged  in  fishing  the  right  of  obstructing  a 
fair-way  used  by  vessels  other  than  fishing  vessels  or 
boats. 

Special  Circumstances  Rendering:  Departure  From  Rules 

Necessary. 
ART.  27.     In  obeying  and  construing  these  rules  due 


258 


regard  shall  be  had  to  all  dangers  of  navigation  and  colli- 
sion, and  to  any  special  circumstances  which  may  render 
a  departure  from  the  above  rules  necessary  in  order  to 
avoid  immediate  danger. 

Sound  Signals  for  Vessels  In  Sight  of  One  Another. 

ART.  28.  The  words  "short  blast"  used  in  this  article 
shall  mean  a  blast  of  about  one  second's  duration. 

When  vessels  are  in  sight  of  one  another,  a  steam  ves- 
sel under  way,  in  taking  any  course  authorized  or  re- 
quired by  these  rules,  shall  indicate  that  course  by  the 
following  signals  on  her  whistle  or  siren — namely : 

One  short  blast  to  mean,  "I  am  directing  my  course  to 
starboard/' 

Two  short  blasts  to  mean,  "I  am  directing  my  course  to 
port." 

Three  short  blasts  to  mean,  "My  engines  are  going  at 
full  speed  astern." 

No  Vessel,  Under  Any  Circumstances,  to  Neglect  Proper" 
Precautions. 

ART.  29.  Nothing  in  these  rules  shall  exonerate  any 
vessel  or  the  owner  or  master  or  crew  thereof,  from  the 
consequences  of  any  neglect  to  carry  lights  or  signals, 
or  of  any  neglect  to  keep  a  proper  lookout,  or  of  the 
neglect  of  any  precaution  which  may  be  required  by  the 
ordinary  practice  of  seamen,  or  by  the  special  circum- 
stances of  the  case. 


259 


Reservation  of  Rules  for  Harbors  and  Inland  Navigation. 

ART.  30.  Nothing  in  these  rules  shall  interfere  with 
the  operation  of  a  special  rule,  duly  made  by  local  author- 
ity, relative  to  the  navigation  of  any  harbor,  river,  or  in- 
land waters. 

Distress  Signals. 

ART.  31.  When  a  vessel  is  in  distress  and  requires 
assistance  from  other  vessels  or  from  the  shore,  the  fol- 
lowing shall  be  the  signals  to  be  used  or  displayed  by  her, 
either  together  or  separately — namely : 

In  the  Day-time. 

First.  A  gun  or  other  explosive  signal  fired  at  inter-, 
vals  of  about  a  minute. 

Second.  The  international  code  signal  of  distress  in- 
dicated by  N  C. 

Third.  The  distant  signal,  consisting  of  a  square 
flag,  having  either  above  or  below  it  a  ball  or  anything 
resembling  a  ball. 

Fourth.  A  continuous  sounding  with  any  fog-signal 
apparatus. 

At  Night. 

First.  A  gun  or  other  explosive  signal  fired  at  inter- 
vals of  about  a  minute. 

Second.  Flames  on  the  vessel  (as  from  a  burning  tar 
barrel,  oil  barrel,  and  so  forth.) 

Third.  Rockets  or  shells  throwing  stars  of  any  color 
or  description,  fired  one  at  a  time,  at  short  intervals. 

Fourth.  A  continuous  sounding  with  any  fog-signal 
apparatus.  [Act  of  May  28,  1894.] 


260 


Conflicting  Laws  Repealed. 

SEC.  2.  That  all  laws  or  parts  of  laws  inconsistent 
with  the  foregoing  regulations  for  preventing  collisions 
at  sea  for  the  navigation  of  all  public  and  private  vessels 
of  the  United  States  upon  the  high  seas,  and  in  all  waters 
connected  therewith  navigable  by  sea-going  vessels,  are 
hereby  repealed.  [Act  of  August  19,  1890.] 

AN  ACT  IN  REGARD  TO   COLLISION  AT  SEA. 
Each  Vessel  Shall  Stand  By. 

The  following  act  was  passed  by  Congress  and  signed 
by  the  President,  September  4,  1890.  It  will  take  effect 
on  July  i,  1897. 

Be  it  enacted  by  the  Senate,  and  House  of  Representa- 
tives of  the  United  States  of  America  in  Congress  as- 
sembled, that  in  every  case  of  collision  between  two  ves- 
sels it  shall  be  the  duty  of  the  master  or  person  in  charge 
of  each  vessel,  if  and  so  far  as  he  can  do  so  without 
serious  danger  to  his  own  vessel,  crew,  and  passengers 
(if  any),  to  stay  by  the  other  vessel  until  he  has  ascer- 
tained that  she  has  no  need  of  further  assistance,  and  to 
render  to  the  other  vessel,  her  master,  crew,  and  passen- 
gers (if  any)  such  assistance  as  may  be  practicable  and 
as  may  be  necessary  in  order  to  save  them  from  any  dan- 
ger caused  by  the  collision,  and  also  to  give  to  the  master 
or  person  in  charge  of  the  other  vessel  the  name  of  his 
own  vessel  and  her  port  of  registry,  or  the  port  or  place 
to  which  she  belongs,  and  also  the  name  of  the  ports  and 
places  from  which  and  to  which  she  is  bound.  If  he  fails 


261 


so  to  do,  and  no  reasonable  cause  for  such  failure  is 
shown,  the  collision  shall,  in  the  absence  of  proof  to  the 
contrary,  be  deemed  to  have  been  caused  by  his  wrongful 
act,  neglect,  or  default. 

SEC.  2.  That  every  master  or  person  in  charge  of  a 
United  States  vessel  who  fails,  without  reasonable  cause, 
to  render  such  assistance  or  give  such  information  as 
aforesaid  shall  be  deemed  guilty  of  a  misdemeanor,  and 
shall  be  liable  to  a  penalty  of  one  thousand  dollars,  or  im- 
prisonment for  a  term  not  exceeding*  two  years ;  and  for 
the -above  sum  the  vessel  shall  be  liable  and  may  be  seized 
and  proceeded  against  by  process  in  any  district  court 
of  the  United  States  by  any  person ;  one-half  such  sum 
to  be  payable  to  the  informer  and  the  other  half  to  the 
United  States, 

Explanation  of  Storm  Warnings. 

Warnings  of  the  approach  of  windstorms  will  be  pub- 
lished by  the  display  of  flags  by  day  and  lanterns  by  night, 
in  connection  writh  the  bulletins  posted  and  the  reports 
furnished  to  newspapers,  mariners,  and  others  interested. 

The  warnings  adopted  by  the  U.  S.  Weather  Bureau 
for  announcing  the  approach  of  windstorms  are  as 
follows : 

The  STORM  WARNING  (a  red  flag,  eight  feet  square; 
with  black  center,  three  feet  square)  indicates  that  a 
storm  of  marked  violence  is  expected. 

The  RED  PENNANT  (eight  feet  hoist  and  fifteen  feet 
fly)  displayed  with  -the  flags,  indicates  easterly  winds, 
that  is,  from  the  northeast  to  south,  inclusive,  and  that 
the  storm  center  is  approaching. 


262 


The  WHITE  PENNANT  (eight  feet  hoist  and  fifteen 
feet  fly)  displayed  with  the  flags,  indicates  westerly 
winds,  that  is,  from  north  to  southwest,  inclusive,  and 
that  the  storm  center  has  passed. 

When  the  RED  PENNANT  is  hoisted  above  the  Storm 
Warning,  winds  are  expected  from  the  northeast  quad- 
rant;  when  below,  from  the  southeast  quadrant. 

When  the  WHITE  PENNANT  is  hoisted  above  the  Storm 
Warning,  winds  are  expected  from  the  northwest  quad- 
rant;  .  when  below,  from  the  southwest  quadrant. 

NIGHT  STORM  WARNINGS. — By  night  a  red  light  will 
indicate  easterly  winds;  a  ivhite  above  a  red  light  will 
indicate  westerly  winds. 

The  INFORMATION  WARNINGS  have  been  discontinued 
at  all  storm-warning  display  stations,  and  such  advices  as 
were  previously  given  in  information  orders  will  be  fur- 
nished hereafter  in  advisory  messages. 

The  HURRICANE  WARNING  (two  storm- warning  flags, 
red  with  black  centers,  displayed  one  above  the  other) 
indicates  the  expected  approach  of  a  tropical  hurricane 
or  of  an  extremely  severe  and  dangerous  storm. 

No  night  Hurricane  Warnings  are  displayed. 

NOTE. — The  attention  of  captains  is  invited  to  the  fact  that  at 
most  regular  Weather  Bureau  stations,  by  application  to  the 
Weather  Bureau  official,  they  may  have  their  barometers  com- 
pared. This  service  will  always  be  rendered  without  com- 
pensation. 


263 


Signals  Adopted  t>y  the  Life-saving  Service. 

The  following  signals,  recommended  by  the  late  Inter* 
national  Marine  Conference  for  adoption  by  all  institu- 
tions for  saving  life  from  wrecked  vessels,  have  been 
adopted  by  the  Life-saving  Service  of  the  United  States : 

1.  Upon  the  discovery  of  a  wreck  by  night,  the  life- 
saving  force  will  burn  a  red  pyrotechnic  light  or  a  red 
rocket  to  signify :     "You  are  seen ;    assistance  will  be 
given  as  soon  as  possible." 

2.  A  red  flag  waved  on  shore  by  day,  or  a  red  light, 
red  rocket,  or  red  Roman  candle  displayed  by  night,  will 
signify:     "Haul  away." 

3.  A  white  flag  waved  on  shore  by  day,  or  a  white 
light  slowly  swung  back  and  forth,  or  a  white  rocket  or 
white  Roman  candle  fired  by  night  will  signify:  "Slack 
away." 

4.  Two  flags,  a  white  and  a  red,  waved  at  the  same 
time  on  shore  by  day.  or  two  lights,  a  white  and  a  red, 
slowly  swung  at  the  same  time,  or  a  blue  pyrotechnic 
Jight  burned  by  night  will  signify :     "Do  not  attempt  to 
land  in  your  own  boats ;  it  is  impossible." 

5.  A  man  on  shore  beckoning  by  day,  or  two  torches 
burning  near  together  by  night,  will  signify:     "This  is 
the  best  place  to  land." 


CAPT.  R.  M.  PUGSLEY'S 

CUR RENT -COURSE 
PROJECTOR 


Price,  $3.00 


The  determination  of  the  angle  to  be  allowed  for  the  effect 
of  a  current  on  a  ship's  course  and  distance  has  always  been 
a  matter  of  more  or  less  difficulty  and  a  great  deal  of  guess  work, 
which  have  very  rarely  given  satisfactory  results. 

Some  navigators  who  have  the  necessary  knowledge  to 
project  a  current-course  cannot  deny  that  some  considerable 
time  and  labor  is  required  to  perform  the  work,  and  therefore 
the  method  is  not  practicable  under  certain  conditions.  For 
instance,  when  a  ship  is  sailing  across  a  current  which  has  a 
different  velocity  every  few  miles,  such  as  the  Gulf  Stream  between 
Key  West  and  Cuba. 

By  the  use  of  the  CURRENT-COURSE  PROJECTOR,  such 
difficulties  are  entirely  overcome  because  the  desired  result  can 
be  obtained  by  simple  inspection  at  any  time  and  as  often  as  it 
may  be  required.  The  speed  and  course  of  the  ship  and  the  rate 
of  the  current  and  direction  from  which  it  comes  is  all  that  is 
required  to  obtain  the  necessary  result  in  one  or  two  minutes. 


For  sale  by  all  dealers  or  will  be  sent  to  any  address 
on  receipt  of  Three  Dollars,  by 

CAPT.    R.    M.    PUQSLEY 
17  South  Street  New  York  City 


265 


Instructions  for  the  use  of 
CaptR.  M.PUGSLEY'S  CURRENT  COURSE  PROJECTOR. 

Some  navigators  may  prefer  to  count  the  degrees  all 
on  the  bow  and  do  away  with  the  term — so  many  degrees 
abaft  the  beam  in  considering  the  current.  If  so  the  de- 
grees may  be  so  numbered  with  pen  or  pencil  to  suit  the 
notion. 

Currents. 

A  current  is  always  named  the  same  as  a  ship's  course. 
That  is,  the  course  is  named  after  the  direction  to  which 
she  sails.  A  current  is  named  after  the  direction  to 
which  it  sets  or  runs. 

To  use  the  current  with  this  instrument,  the  direction 
from  which  it  comes  is  to  be  considered. 

1.  Place  the  instrument  on  the  chart  table  or  any  other 
convenient  place. 

2.  Set  the  centre  of  the  compass  over  the  speed  per 
hour  of  the  ship. 

3.  Turn  the  compass  card  till  the  chart  course  is  on 
the  line  marked  SKIP'S  SPEED  per  HOUR. 

4.  Move  the  arm  till  its  center  line  cuts  the  current 
at  its  rate  and  angle.     The  center  line  on  the  arm  will 
then  cut  the  course  to  steer  by  compass  to  counteract  the 
effect  of  the  current. 

5.  Note  the  number  of  miles  on  the  arm  at  the  inter- 
section of  the  center  line  of  the  arm,  with  the  rate  and 
angle  of  the  current,  and  it  will  be  the  distance  to  run 
by  log  to  equal  the  speed  of  the  ship.     See  the  following 
examples. 


266 


EXAMPLES. 
The  Current  on  the  Starboard  Bow. 

Chart  course  is  S.  5°  W.  The  current  sets  N.  45°  E., 
which  is  40°  on  the  starboard  bow,  at  the  rate  of  four 
knots  per  hour.  The  speed  of  the  ship  is  fourteen  knots 
per  hour. 

Find  the  course  to  steer  by  compass  to  make  good  the 
chart  course  and  the  distance  to  run  by  log  to  make  good 
the  ship's  speed  of  fourteen  knots. 

Answer.  Steer  S.  14°  W.  by  compass  to  make  good 
the  chart  course  S.  5°  W.  The  distance  to  run  by  log 
to  make  good  the  ship's  speed  of  fourteen  knots  per  hour 
is  17%  miles. 

The  Current  on  the  Port  Bow. 

Chart  course  is  N.  20°  E.  The  current  sets  S.  45°  E., 
which  is  65°  on  the  port  bow,  at  the  rate  of  five  knots  per 
hour.  The  speed  of  the  ship  is  eleven  knots  per  hour. 

Find  the  course  to  steer  by  compass  to  make  good  the 
chart  course  and  the  distance  to  run  by  log  to  make  good 
the  ship's  speed  of  eleven  knots  per  hour. 

Answer.  Steer  N.  i°  E.  by  compass  to  make  good 
the  chart  course  N.  20°  E.  The  distance  to  run  by  log 
to  make  good  the  ship's  speed  per  hour  is  nearly  14  miles. 

The  Current  Abaft  the  Starboard  Beam. 

Chart  course  is  W.  The  current  sets  S.  45°  W.,  which 
is  45°  aft  of  the  starboard  beam,  at  the  rate  of  four  knots 
per  hour.  The  speed  of  the  ship  is  twelve  knots  per  hour. 

Find  the  course  to  steer  by  compass  to  make  good  the 


267 

chart  course  and  the  distance  to  run  by  log  to  make  good 
the  ship's  speed  of  twelve  knots  per  hour. 

Answer.  Steer  N.  73°  W.  nearly  by  compass  to  make 
good  the  chart  course  and  the  distance  to  run  by  log  to 
make  good  the  ship's  speed  per  hour  is  a  little  more  than 
9J  miles. 

The  Current  Abaft  the  Port  Beam. 

Chart  course  is  S.  45°  E.  The  current  sets  south, 
which  is  45°  abaft  the  port  beam,  at  the  rate  of  three 
knots  per  hour.  The  speed  of  the  ship  is  seventeen  knots 
per  hour. 

Find  the  course  to  steer  by  compass  to  make  good  the 
chart  course  and  the  distance  to  run  by  log  to  make  good 
the  ship's  speed  of  seventeen  knots  per  hour. 

Answer.  Steer  S.  53°  E.  by  compass  to  make  good 
the  chart  course  and  the  distance  to  run  by  log  to  make 
good  the  ship's  speed  per  hour,  is  a  little  more  than  15 
miles. 


CAPT.  R.  M.  PUGSLEY'S 

COURSE  CORRECTOR 


PRICE,  $1.00 


This  instrument  is  to  be  used  for  turning  compass 
courses  into  true  courses  and  the  contrary.  Also  for 
converting  points  into  degrees. 

By  its  use  the  compass  error  and  deviation  can  be 
found  from  an  amplitude  or  azimuth  and  properly 
named,  entirely  eliminating  the  possibility  of  wrongly 
naming  those  important  elements. 

Applicants  for  license  should  have  this  instrument 
when  being  examined  by  the  U.  S.  Local  Inspectors. 

For  sale  by  all  dealers,  or  will  be  sent  to  any 
address  on  receipt  of  one-dollar.  Send  stamps,  coin, 
or  money  order. 


CAPT.    R.    M.    PUGSLEY 

17    South    Street  New    York    City 


269 


Instructions  for  using 
Capt.  R.  M.  PUGSLEY'S  COURSE  CORRECTOR. 

The  outside  compass  is  to  be  considered  true  and  the 
inside  one  the  ship's. 

Make  the  two  compasses  agree  and  if  the  variation 
or  deviation  are  easterly,  move  the  north  point  of  the  in- 
side compass  a  corresponding  number  of  degrees  to  the 
right.  If  the  variation  or  deviation  is  westerly,  move  the 
north  point  of  the  inside  compass  a  corresponding  num- 
ber of  degrees  to  the  left. 

Make  the  center  line  of  the  arm  cut  the  compass  course 
on  the  inside  compass  and  it  will  then  cut  the  true  course 
on  the  outside  compass. 

True  courses  are  turned  into  compass  courses  by  a  sim- 
ilar operation. 

EXAMPLE:  Compass  course  S.  W.  by  S.  Variation 
i°  E.  Deviation  4°  W.  Find  the  true  course. 

Make  the  two  compasses  agree  and  move  the  arm  until 
the  center  line  cuts  i°  east  on  the  outside  compass,  and 
move  the  inside  compass  until  the  north  is  under  the  cen- 
ter line  of  the  arm.  Now  move  the  north  point  of  the  in- 
side compass  4°  west.  The  center  line  of  the  arm  will 
then  cut  3°  east  of  north  on  the  inside  compass  which 
shows  an  error  of  3°  westerly. 

Move  the  arm  until  the  center  line  cuts  the  course 
S.  W.  by  S.  on  the  inside  compass  and  it  will  cut  the  true 
course  S.  31°  W.  on  the  outside  compass.  See  traverse 
table  on  page  34,  CAPT.  PUGSLEY'S  GUIDE. 

EXAMPLE:     Compass  amplitude  W.  6°  S.     True  am- 


270 


>plitude  W.  2°  N.  Variation  3°  E.  Find  the  compass 
error  and  deviation. 

Make  both  compasses  agree  as  before  and  then  place 
the  center  line  of  the  arm  over  the  true  amplitude  on  the 
outside  compass,  and  move  the  inside  compass  until  the 
compass  amplitude  cuts  the  center  line  of  the  arm.  Then 
make  the  center  line  of  the  arm  cut  the  true  north,  and  it 
will  cut  the  inside  compass  at  8°  west  of  north.  That 
shows  a  compass  error  of  8°  E.  Put  the  center  line  of 
the  arm  on  3°  E.  and  move  it  to  8°  E.  That  will  be  mov- 
ing it  5°  E.  That  is  exactly  what  the  ship  did  to  the  com- 
pass— moved  it  5°  E.  which  is  the  deviation.  See  exam- 
ple, March  26,  1902,  on  page  47,  of  CAPT.  PUGSLEY'S 
GUIDE. 

EXAMPLE:  True  azimuth  N.  91°  E.  Compass  azi- 
muth N.  94°  E.  Variation  3°  E.  Find  the  compass 
error  and  deviation. 

Make  the  center  line  of  the  arm  cut  the  true  azimuth 
on  the  outside  compass,  and  move  the  inside  compass' 
until  the  center  line  of  the  arm  cuts  the  compass  azimuth. 
Then  move  the  arm  till  the  center  line  cuts  the  true  north 
on  the  outside  compass,  and  read  the  compass  error  on  the 
inside  compass  as  before.  This  gives  the  compass  error 
4°  W.  and  the  deviation  7°  W.  See  page  50,  CAPT. 
PUGSLEY'S  GUIDE. 

Important  Notice. 

The  applicant  for  a  license  should  have  this  instrument 
with  him  when  he  presents  himself  for  examination,  and 
use  it  for  the  purposes  described  above. 


Form  941. 

MONTHLY  REPORT  OF  OFFICER  IN  CHARGE  OF  STEAMER  CARRY- 
ING  PASSENGERS  FOR  HIRE 


29epartment  of  Commerce  anb 

STEAMBOAT-INSPECTION  SERVICE 


Port  of- 


,  190 

U.  S.  Local  Inspectors, 

Steamboat-Inspection  Service, 

Port  of 

Gentlemen  : 

The  following  is  a  correct  report,  as  required  by  Section  50,  Rule 
V,  Rules  and  Regulations  of  the  Board  of  Supervising  Inspectors,  Steam- 
boat-Inspection Service,  for  the  month  ended 190  , 

for  the  steamer . 

i.  During  the  month  the  crew  were  called  to  quarters  and  exercised 
in  unlashing  and  swinging  out  of  the  lifeboats,  and  in  the  use  of  the  fire 
pumps  and  all  other  apparatus  for  the  safety  of  life  on  board,  and  were 
drilled  especially  in  the  method  of  adjusting  life-preservers  and  educat- 
ing passengers  and  others  in  this  procedure,  on  the  following-named  days 
and  dates  :  * 


2.    Condition  of  Steamer  and  her  equipment  during  the  month  :- 


3.    Total  number  of  passengers  carried  during  the  month  :_ 


(Title:)- 


*  NOTE. — If  there  was  no  call  to  quarters  and  drill  at  least  once  in  each  week  dur« 
ing  the  month,  the  reason  for  such  omission  must  be  stated. 

This  report  should  be  made  only  for  the  months  during  which  the  steamer  was 
navigated. 


272 


Capt.  R  M.  PUGSLEY'S  COURSE  PROTRACTOR. 
Price  $1.00. 

Why  this  instrument  is  superior  to  the  parallel  rulers 
or  any  other  instrument  heretofore  produced  to  take  their 
place. 

1.  This  instrument  can  be  conveniently  placed  on  any 
part  of  a  chart  and  set  to  correspond  with  the  nearest 
magnetic  compass,  without  having  regard  for  the  par- 
allels of  latitude  or  the  meridians  of  longitude. 

2.  By  the  use  of  this  instrument  the  difficulty,  inac- 
curacy and  danger  due  to  the  old  method  of  using  paral- 
lel rulers  to  plot  a  ship's  position,  transfer  courses,  etc., 
are  eliminated  altogether  from  chart  work. 

3.  The  results  obtained  by  this  COURSE  PROTRACTOR 
can  be  quickly  and  conveniently  verified. 

4.  This   PROTRACTOR   is   more   durable   than   parallel 
rulers,  will  outlast  them  and  cost  no  more. 

5.  Every  part  of  the  instrument  is  transparent  and 
therefore  soundings,  buoys,  and  all  other  matter  on  the 
chart  are  always  visible  under  the  instrument. 

Instructions  for  the  use  of 
Capt.  R.  M.  PUGSLEY'S  COURSE  PROTRACTOR. 

Place  the  center  of  the  PROTRACTOR  over  the  ship's  po- 
sition on  the  chart  and  move  the  arm  until  the  center  line 
cuts  the  center  of  the  nearest  compass  on  the  chart,  and 
note  degree  or  point  the  center  line  passes  through. 
Hold  the  arm  in  that  position  with  one  hand  and  turn 
the  compass  with  the  other,  until  the  two  compasses  show 
the  same  point  under  the  center  line  of  the  arm.  The 


273 


PROTRACTOR  compass  now  has  the  same  variation  as  the 
chart  compass. 

Hold  the  PROTRACTOR  compass  with  one  hand  and 
move  the  arm  until  the  center  line  cuts  the  point  to  which 
the  course  is  wanted.  The  center  line  on  the  arm  will- 
now  cut  the  course  on  the  PROTRACTOR  compass  which  is 
to  be  steered  by  the  ship's  compass.  , 

^This  instrument  can  be  conveniently  used  to  plot  a 
ship's  position  by  two  or  more  bearings. 

Take  the  bearings  of  the  objects  by  the  ship's  compass. 
Place  the  center  of  the  Protractor  over  one  of  the  objects 
and  set  the  compass  to  correspond  with  the  chart  as  de- 
scribed above.  Then  move  the  arm  until  the  center  line 
cuts  the  course  opposite  the  bearing,  and  make  a  dot  at 
the  end  of  the  center  line.  Draw  a  light  pencil  mark 
from  the  object  to  the  dot. 

Place  the  Protractor  over  the  second  object  and  pro- 
duce a  second  line  the  same  way. 

Where  these  two  lines  cross,  will  be  the  ship's  position. 

In  plotting  a  ship's  position  on  a  Mercator  chart  by 
three  or  four  bearings  of  different  objects,  do  not  expect 
all  the  lines  to  cross  exactly  at  the  same  point  as  there 
mast  always  be  a  slight  difference  in  the  higher  latitudes. 

For  placing  SUMNER  lines  on  the  chart  and  for  finding 
the  true  azimuth  from  the  lines  of  position,  the  PRO- 
TRACTOR will  be  very  convenient  to  use  for  the  purpose. 

The  length  of  the  arm  of  the  Protractor  is  about 
twenty  inches,  and  if  that  is  longer  than  is  necessary  for 
the  chart  on  which  it  is  used,  a  piece  may  easily  be 
cut  off  with  a  heavy  sharp  knife  or  a  chisel. 


274 


For  sale  by  all  dealers. 

This  instrument  will  be  sent  to  any  address  on  receipt 
of  one  dollar  by  CAPT.  R.  M.  PUGSLEY,  17  South  St., 
New  York  City. 

Capt.    R.    M.    Pugsley's 

Distance-off  Finder 

Price,    $1.00 

FOR    SALE     BY    ALL     DEALERS 


Why  this  instrument  should  be  in  general  use 


FIRST.  This  instrument  is  absolutely  waterproof  and 
can  be  exposed  to  rain  and  spray  without  injury. 

SECOND.  By  the  use  of  this  instrument  the  Dis- 
tance-off the  fixed  object  the  ship  will  be  when 
the  bearing  is  eight  points  on  the  bow  can  be 
obtained  by  simple  inspection  at  the  time  the 
second  bearing  is  observed. 

THIRD.  The  results  obtained  by  the-  Distance-off 
Finder  are  correct  at  once  without  doubt. 

FOURTH.  The  Distance-off  Finder  is  durable  and 
will  last  many  years. 

FIFTH.  No  extra  space  is  required,  and  when  out  of 
use  may  be  placed  in  any  epitome  of  navigation, 


275 


Instructions  for  the  Use  of 
CAPT.  R.  M.  PUGSLEY'S  DISTANCE-OFF  FINDER 

Observe  a  bearing  of  the  object  when  any  number 
of  points  on  the  bow  and  note  the  time  and  log.  After 
the  bearing  has  changed  about  two  points,  note  the 
time  and  log  again. 

With  the  dividers  take  from  the  scale  at  the  side 
the  distance  run  between  the  bearings  and  find  the  cor- 
responding distance  between  the  two  bearings  on  a 
vertical  line,  and  that  line  will  indicate  at  the  top  the 
Distance-off  the  fixed  object  the  ship  will  be  when  the 
object  is  abeam. 

Example: 

Course,  N.  N.  E.  and  Barnegat  light  bears  N.,  which  is  two 
points  on  the  bow,  and  the  log  reading  is  seventy  miles.  After 
running  eight  and  one-half  miles,  the  same  light  bears  N.  N.  W., 
or  four  points  on  the  bow.  With  the  distance  run  between  the 
two  bearings  taken  from  the  scale  at  the  side  with  the  dividers, 
find  that  distance  on  a  vertical  line  between  two  and  four  points, 
and  by  the  vertical  line  upon  which  it  is  found,  the  scale  at  top 
shows  the  ship  will  be  six  miles  off  when  the  object  bears  abeara 


CAPT.  R.  M.  PUGSLEY 

17  South  Street  New  York  City 


Capt.    R.    M.    Pugsley's 

Transparent  Storm  Cards 

Price,    $1.00 
BOTH  HEMISPHERES 


FOR    SALE     BY    ALL     DEALERS 


This  instrument  is  transparent  and  represents  the 
rotary  storm 


Instructions  for  the  Use  of 
CAPT.  R.  M,  PUGSLEY'S  STORM  CARLS 

Having  acquired  a  general  knowledge  of  the  subject 
from  the  accompanying  matter,  from  Bowditch,  place 
the  center  of  the  Storm  Card  for  the  proper  hemisphere 
on  the  storm  track,  so  that  it  will  correspond  with  the 
magnetic  compass.  Then  locate  the  ship  on  the  card, 
and  follow  the  directions  given. 


Sent  to  any  address  on  receipt  of  price?  by 

CAPT.  R.  M.  PUGSLEY 
17  South  Street  New  York  City 


277 


Examples : 

NORTHERN  HEMISPHERE. — Storm  track  N.  E.  and  the  wind  S.  E. 
Then  the  ship  is  on  the  storm  track  and  the  STORM  CARD  gives  the 
following  directions  : 

If  the  wind  changes  to  the  southward,  heave  to  on.  the  star- 
board tack.  If  the  wind  changes  to  the  eastward,  run  N.  N.  W. 
or  heave  to  on  the  port  tack. 

SOUTHERN  HEMISPHERE. — Storm  track  S.  E.  and  the  wind  N.  E. 
Then  the  ship  is  on  the  storm  track  and  the  STORM  CARD  gives  the 
following  directions : 

If  the  wind  changes  to  the  northward,  heave  to  on  the  port 
tack.  If  the  wind  changes  to  the  eastward,  run  S.  S.  W.  or 
heave  to  on  the  starboard  tack. 

If  in  either  case  the  wind  does  not  change,  run  on  the  course 
indicated  on  the  proper  card. 

WINDS. 

The  term  Variable  has  been  defined  in  its  general  sense,  or  as 
compared  to  the  terms' Constant  and  Periodical.  But,  in  Navi- 
gation, it  is  used  in  a  special  sense,  that  is,  in  designating  and 
recording  certain  winds  in  the  columns  of  the  Log-Book.  It  is 
often  misapplied,  by  seamen,  to  denote  an  unsteady  wind,  which, 
during  the  period  of  observation,  may  have  veered  and  hauled 
through  several  points.  In  such  cases  the  direction  of  the  wind 
should  be  averaged  to  the  nearest  whole  point.  The  term  Fan- 
able  should  not  only  be  used  to  designate  very  light  airs  flying 
all  round  the  compass. 

It  was  remarked  by  Lord  Bacon  and  other  writers,  both  in 
Europe  and  America,  that  the  wind  more  frequently  veers  with 
the  sun's  motion,  or  passes  round  the  compass  in  the  direction 
of  N.,  N.  E.,  E.,  S.  E.,  S.,  S.  W.,  W.,  and  N.  W.,  to  N.  This 
follows  in  consequence  of  the  influence  of  the  earth's  rotation  in 
changing  the  direction  of  the  wind.  Dove  has  the  merit  of  hav- 
ing, from  Hadley's  principle,  propounded  the  law  of  rotation  of 
the  wind,  and  proved  that  the  whole  system  of  atmospheric  cur- 
rents, the  permanent,  periodical,  and  variable  winds,  obey  the 
influence  of  the  earth's  rotation. 

An  important  characteristic  of  winds  is  their  quality,  being 
dry  or  humid,  warm  or  cold,  according  to  their  direction,  and 
the  nature  of  the  earth's  surface  over  which  they  have  passed. 
Thus,  in  the  northern  hemisphere  southerly  winds  are  warm 
and  moist,  while  northerly  winds  are  cold  and  dry ;  and  in  the 
southern  hemisphere  vice  versa.  In  Europe  westerly  winds"  are 


273 


moist  and  easterly  winds  are  dry,  while  in  North  America  north- 
easterly are  cold  and  humid  and  northwesterly  winds  cold  and 
dry. 

MISCELLANEOUS. 

HOT  WJNDS  OF  DESERTS. — On  the  deserts  of  Africa  and  Arabia 
there  sometimes  prevails  a  wind  extremely  dry  and  intensely 
hot,  which  raises  clouds  of  sand  and  transports  it  to  a  great  dis- 
tance. This  wind  is  known  in  the  desert  of  Africa  and  Western 
Asia  as  Simoon  or  Simoun  (from  the  Arabic  samma,  signifying 
hot,  poisonous,  or  anything  disagreeable  or  dangerous),  while  in 
Egypt  it  is  called  Khamsin  (Arabic  for  fifty),  because  it  generally 
blows  for  50  days,  from  the  end  of  April  to  the  time  of  the  inunda- 
tion of  the  Nile.  This  hot,  dusty  wind  is  felt  in  neighboring  regions 
where  it  is  known  under  different  names.  In  Sicily,  South  Italy, 
and  adjoining  districts  it  is  called  the  Sirocco.  This  wind  is  the 
plague  of  the  Two  Sicilies,  and  sometimes  extends  to  the  shores 
of  the  Black  and  Caspian  Seas  and  to  the  steppes  beyond  the 
Volga.  It  is  called  the  Samiel  in  Turkey,  from  its  reputed 
poisonous  qualities.  The  Solano  of  Spain  is  a  southeast  wind, 
which  prevails  at  certain  seasons  in  the  plains  of  Mancha  and 
Andalusia,  particularly  at  Seville  and  Cadiz.  This  wind  pro- 
duces dizziness  and  heats  the  blood  to  an  unusual  degree. 
The  Harmattan  of  Guinea  and  Senegambia  belongs  to  the  same 
class  of  winds.  It  is  a  periodical  wind,  blowing  from  the  dry 
desert  of  Africa  to  the  Atlantic,  from  latitude  15°  north  to  lati- 
tude i°  south,  during  December,  January,  and  February.  It  may 
be  said  of  all  these  winds  that  their  destructive  effects  on  animal 
and  vegetable  life  are  due  rather  to  their  parching  dryness,  glow- 
heat,  and  choking  dust  than  to  any  really  poisonous  qualities. 

PECULIARITIES  OF  WINDS  FROM  MOUNTAINS. — The  winds  pro- 
ceeding from  mountains  present  many  interesting  phases,  a  few 
of  which  will  be  described.  The  Pampero  is  a  wind  which  blows 
chiefly  in  the  summer  season  from  the  Andes,  across  the  pampas 
of  Buenos  Ayres  to  the  sea  coast.  It  is  thus  a  northwest  wind, 
or  part  of  the  anti-trade  of  the  southern  hemisphere.  It  is  a 
dry  wind,  frequently  darkening  the  sky  with  clouds  of  dust,  dry- 
ing up  the  vegetation  of  the  pampas,  and  often  extending  to  a 
considerable  distance  seaward.  Some  competent  authorities  as- 
sert that  the  dust  which  is  brought  to  the  shores  of  Southern  Eu- 
rope comes  not  from  Africa  but  from  South  America.  They  ar- 
rived at  this  conclusion  by  making  microscopic  examinations  of 
the  sand  or  dust,  in  which  were  found  certain  organisms  and 
dried  infusoria  which  are  known  to  exist  only  in  South  America. 


279 


This  theory  further  states  that  the  dust  was  elevated  into  the 
upper  regions  of  the  atmosphere,  where  it  met  a  current  from 
the  southwest  and  was  transported  over  5,000  miles  before  it 
again  fell  to  the  earth. 

PUNA  WINDS. — To  the  eastward  of  Arequipa,  in  Peru,  there 
is  a  barren  table-land,  between  two  great  chains  of  the  Andes, 
called  the  Puna  or  the  Punos,  which,  for  four  months  of  the 
year  is  swept  by  cold,  dry  winds.  These  winds  are  part  of  the 
south  trade-winds,  which,  after  having  crossed  the  lofty  range 
of  the  Cordilleras,  are  cooled  and  parched  to  a  degree  that  has 
perhaps  no  .parallel  in  any  other  country  in  the  world.  The  in- 
habitants, in  traveling,  find  it  necessary  to  protect  their  faces  from 
the  glare  and  heat  of  the  day  and  from  the  intense  cold  of  the 
night.  The  drying  qualities  of  the  Puna  wind  are  so  excessive 
that  the  bodies  of  dead  animals  exposed  to  it  are  very  soon  turned 
into  mummies.  Prescott  states  that  it  was  in  this  district  that 
the  ancient  inhabitants  of  Peru  preserved  their  dead. 

In  the  south  of  Europe  north  winds  are  notorious  for  their 
violence.  The  great  differences  of  the  temperature  of  the  Alps, 
the  Mediterranean,  and  Africa,  explain  them ;  and  when  the 
polar  current,  with  high  atmospheric  pressure  generally  accom- 
panying it,  is  descending  at  the  same  time  over  Europe,  the  ef- 
fect is  greatly  heightened. 

Of  these  winds  the  most  noted  is  the  Bora.  This  word  seems 
to  be  a  corruption  of  Boreas,  though  said  to  be  derived  from 
a  Sclavonic  term  for  "furious  tempest."  The  Bora  is  greatly 
dreaded  in  the  upper  part  of  the  Gulf  of  Venice,  where  it  rushes 
down  from  the  whole  line  of  the  Julian  Alps  with  such  irresisti- 
ble fury  that  not  only  numbers  of  vessels  are  sacrificed  but  it 
ravages  the  shore  also,  being  feared  as  much  for  the  suddenness 
of  its  attack  as  for  its  violence.  Entire  districts  are  rendered 
nearly  uninhabitable  by  the  destructive  effects  of  this  wind  on 
all  vegetation.  Its  general  direction  is  between  north  and  north- 
east, and  its  most  usual  continuance  about  fifteen  or  twenty  hours, 
with  heavy  squalls  and  terrible  thunder,  lightning,  and  rain  at 
intervals.  But  the  Bora  most  feared,  and  with  justice,  is  that 
which  blows  in  sudden  gust*  for  three  days,  subsides,  and  then 
resumes  its  former  force  for  three  days  more. 

The  Mistral  (maestral)  is  the  term  applied  by  the  country 
people  to  the  northwest  wind  which  sweeps  from  France-  down 
on  the  Gulf  of  Lyons.  This  wind  is  experienced  in  both  sum- 
mer and  winter,  though  it  is  mote  violent  and  of  longer  duration 
in  the  latter  season.  In  summer  the  mistral  usually  blows  dur- 


280 


ing  clear  weather  and  seldom  lasts  more  than  twenty-four  hours, 
while  in  winter  it  often  lasts  for  several  days  and  is  accom- 
panied by  heavy  rains.  As  a  rule  this  wind  blows  hardest  dur- 
ing the  day,  decreasing  toward  sunset,  showing  the  direct  effect 
of  change  of  temperature  in  producing  wind ;  for,  during  the 
day,  the  difference  of  temperature  between  the  cold  air  of  the 
mountains  and  the  warm  air  over  the  sea  is  much  greater  than 
at  night.  These  same  winds  prevail  in  the  Gulf  of  Genoa  and 
with  equal  strength,  only  that  here,  from  the  trend  of  the  coast, 
they  become  N.  N.  E'.  in  the  middle  of  the  Gulf. 

The  terrific  squalls  experienced  in  the  Straits  of  Magellan, 
called  by  the  natives  Williwaws,  undoubtedly  owe  their  sudden- 
ness and  violence  to  the  great  height  of  the  mountains  in  that 
region  (which  are  covered  with  ice  and  snow  all  the  year)  and 
to  the  corresponding  differences  of  temperature  of  the  air  at 
such  great  elevations  and  that  at  the  surface  of  the  water. 

PRACTICAL  NOTES   ON  REVOLVING   STORMS. 

It  is  now  generally  conceded  by  all  who  have  had  opportunity 
for  personal  observation,  and  who  have  given  sufficient  attention 
to  the  subject  of  Ocean  Storms,  that  the  most  severe  gales  met 
with  at  sea  are  what  is  commonly  known  as  Revolving  Storms, 
variously  called  by  seamen  HURRICANES,  TYPHOONS,  CYCLONES, 
&c.,  according  to  the  locality  in  which  they  blow. 

The  distinctive  characteristics  of  these  storms  are  sufficiently 
marked  to  distinguish  them  from  the  ordinary  straight-line  gales 
that  blow;  and  the  following  brief  practical  remarks  are  intended 
to  assist  and  enable  the  Navigator  who  may  not  be  familiar  with 
the  subject  of  revolving  storms,  to  not  only  judge  of  the  char- 
acter of  the  coming  gale,  but  also  to  take  timely  measures  to 
avoid  the  dangerous  part  of  it,  either  by  heaving-to  on  the  proper 
tack  or  by  running  away  from  it,  as  the  case  may  be;  and  also, 
in  particular  cases  where  the  track  of  the  storm  lies  in  the  same 
direction  as  the  ship's  course,  to  take  advantage  of  it  and  run 
along  with  it. 

In  the  year  1831  Mr.  William  Redfield,  of  New  York,  after 
long  and  careful  personal  investigation  and  study  of  the  subject, 
published  a  paper,  in  which  he  demonstrated  that  the  gales  on 
the  American  coast  were  whirlwinds  and  had  a  progressive  or 
forward  movement,  traveling  on  curved  tracks  at  a  considerable 
rate,  and  were  traceable  from  the  West  Indies  along  the  coast 
of  the  United  States,  curving  off  to  the  eastward  at  some  point 
between  the  Bermudas  and  the  banks  of  Newfoundland. 

Professor   Dove,   of   Berlin,   after   investigating  a   number   of 


281 


heavy  gales  that  had  attracted  the  attention  of  scientific  men 
in  Germany  about  the  same  time,  came  to  similar  conclusions 
regarding  the  character  of  those  gales. 

In  1838  Lieutenant-Colonel  Reid,  of  the  Royal  Engineers,  pub- 
lished a  valuable  work  on  the  law  of  storms,  in  which  he  agreed 
in  all  particulars  with  the  views  of  Mr.  Redfield,  having  verified 
by  personal  observation  all  his  theory.  From  investigations  of 
storms  in  the  South  Indian  Ocean,  Colonel  Reid  further  proved 
that  the  storms  in  the  southern  hemisphere  revolve  in  the  opposite 
direction  to  those  in  the  northern  hemisphere. 

THEORY  OF  STORMS. — Upon  the  above  standard  authorities,  and 
upon  the  recorded  experience  of  a  great  many  seamen  whose 
reports  are  confirmatory  of  the  Redfield  theory,  is  based  the 
assumption  that  the  currents  of  air  within  the  limits  of  the 
storm  disc  move  in  concentric  circles  around  a  center  of  low 
pressure,  or,  in  other  words,  that  the  direction  of  the  wind  at 
any  point  v/ithin  the  storm  disc  is  tangent  to  a  circle  the  center 
of  which  is  the  storm  center,  and  lies  90°  (eight  points)  to  the 
right,  or  on  the  right  hand  in  the  northern  hemisphere,  and  90° 
(eight  points)  to  the  left,  or  on  the  left  hand  in  the  southern 
hemisphere,  supposing  the  observer  to  be  facing  the  winds,  as  will 
appear  by  inspection  of  the  accompanying  storm  cards. 

EXCEPTIONS  TO  THE  THEORY. — It  is  not  pretended  here  to  assert 
that  this  theory  is  absolutely  true,  or  that  the  rule  has  no  ex- 
ception. To  the  contrary,  the  same  experience  that  proves  the 
theory  also  goes  to  show  that  the  winds  within  the  storm  disc 
may,  from  various  causes,  be  diverted  from  the  circular  course 
to  any  direction  between  the  tangent  and  the  radius  of  the  circle, 
toward  the  center. 

ist.  Proximity  of  Land. — The  proximity  of  land  may  gen- 
erally be  expected  to  affect  the  course  of  the  winds  in  that  part 
of  the  storm  disc  either  in  contact  with  it  or  under  the  influ- 
ence of  it,  and  may  also,  if  the  course  of  the  storm  is  such  as 
to  strike  a  high  coast  at  a  considerable  angle,  so  distort  the 
entire  storm  disc  as  to  render  it  difficult  to  determine  the  locality 
of  the  center  from  the  direction  of  the  wind;  but  if  it  be  re- 
membered that  the  effect  of  land  upon  a  storm  will  always  be 
to  flatten  it  in,  and  thus  bring  the  center  nearer  to  the  shore 
than  the  direction  of  the  wind  according  to  the  circular  theory 
would  indicate,  the  Navigator  may,  even  in  such  a  case,  by  taking 
into  account  the  character  of  the  land  and  its  distance  from  the 


282 


place  of  the  ship,  estimate  sufficiently  near  the  position  of  the 
center  to  take  proper  measures  for  avoiding  it. 

2d.  Local  Disturbances. — Temporarily,  from  local  disturb- 
ances within  the  storm  disc,  for  a  full  discussion  of  which  the 
Navigator  is  referred  to  the  standard  works  on  storms,  viz. :  Pid- 
dington's  Sailors'  Hornbook,  Reid  on  the  Law  of  Storms,  Dove's 
Law  of  Storms,  &c. 

STORM  PROBLEM. — The  storm  problem,  considered  only  in  its 
relation  to  the  safe  navigation  of  a  ship  at  sea,  is  very  simple, 
and  may  be  briefly  summed  up  under  the  following  heads,  which 
contain  all  that  is  necessary  for  a  practical  solution  of  it: 

ist.  Ascertain  the  character  of  the  storm  and  locate  the  center. 

2d.  Determine  the  position  of  the  ship  in  the  storm  disc,  or 
the  semicircle  of  the  storm  in  which  the  ship  is  situated. 

3d.  Ascertain  approximately  the  direction  in  which  the  storm 
is  moving. 

4th.  Decide  what  to  do  with  the  ship  to  escape  the  center,  or 
take  advantage  of  the  fair  winds,  as  the  case  may  be. 

To  ascertain  the  character  of  the  storm,  consult  the  barometer 
and  the  general  appearance  of  the  weather. 


BAROMETER. 

First. — The  barometer  generally  indicates  the  approach  of  a 
storm  by  a  restless  oscillating  motion  of  the  mercury,  caused 
by  a  disturbed  condition  of  the  atmosphere  in  the  vicinity  of  a 
storm,  and  the  consequent  passage  over  it  of  atmospheric  waves 
of  different  heights.  These  oscillations  have  been  observed  to 
var^y  from  a  just  perceptible  motion  to  0.02  in. 

Second. — The  barometer  often  rises  suddenly  just  on  the  bor- 
der in  front  of  a  storm,  by  reason  of  the  air  banking  up  there, 
and  therefore,  if  the  clouds  and  general  appearance  of  the 
weather  indicate  the  approach  of  a  storm,  the  rise  in  the  ba- 
rometer, if  any  occurs,  is  no  guarantee  that  it  will  not  come, 
but  rather  a  sign  that  a  severe  storm  is  coming.  (The  barometer 
will  probably  not  rise  much  in  front  of  a  slowly  moving  storm.) 

Third. — A  very  rapid  fall  of  the  barometer  after  fairly  enter- 
ing the  storm  disc  may  be  regarded  as  evidence  of  a  very  violent 


283 


storm  of  small  diameter,  and  a  gradual  fall  would  indicate  the 
contrary. 

Fourth. — The  following  table,  from  Piddington's  Sailors'  Horn- 
book, page  252,  may  be  of  service  in  aiding  the  Navigator  to  de- 
cide how  to  act  under  peculiarly  trying  circumstances,  where 
a  risk  has  to  be  taken  to  save  the  ship,  and  when  the  question 
of  distance  from  the  center  becomes  the  most  important  factor 
in  the  solution  of  the  problem : 

.  TABLE. 

Average  fall  of  barometer  Distance  in  miles 

per  hour  :  from  center  : 

From  0.02  in  to  0.06  in  From  250  to  150 

From  0.06  in  to  0.08  in  From  150  to  100 

From  0.08  in  to  0.12  in  From  100  to   80 

From  o.  12  in  to  o.i  5  in  From   80  to    50 

APPEARANCE  OF  THE  WEATHER. — The  indications  of  the  ap- 
proach of  a  cyclone  do  not  differ  materially  from  those  of  the 
ordinary  gale;  but  a  few  such,  as  a  hard  steel-gray  sky,  or  hav- 
ing a  greenish  tint,  a  blood  red  or  bright  yellow  sunset,  a  heavy 
swell  unaccounted  for  in  any  other  way,  and  a  thick  lurid  ap- 
pearance of  the  sky,  may  be  regarded  in  connection  with  a  gen- 
eral threatening  appearance  of  the  weather,  and  particularly  with 
a  restless  state  of  the  barometer,  as  significant  signs  of  a  more 
than  ordinary  gale,  and,  whether  seen  separately  or  together, 
ought  not  to  be  disregarded. 

BEARING  OF  CENTER,  NORTH  LATITUDE. — Having  reason  to  sup- 
pose, from  the  action  of  the  barometer  and  from  the  general  ap- 
pearance of  the  weather,  that  a  revolving  storm  is  near  at  hand, 
determine  at  once  the  bearing  of  the  center.  To  do  this,  look  in 
the  wind's  eye. 

Then,  if  the  ship  is  in  the  north  latitude,  the  center  bears 
eight  points  to  the  right  of  the  wind  point,  or  on  the  right  hand, 
because  in  the  northern  hemisphere  the  currents  of  air  within  the 
storm  disc  move  from  right  to  left;  that  is,  from  north  to  west 
to  south,  and  over  east  to  north,  &c.,  left-handed  (in  nautical 
parlance,  against  the  sun},  or  in  the  opposite  direction  to  the 
hands  of  a  watch,  looking  at  its  face;  and  hence,  at  the  north 
point  of  the  storm  circle  the  wind  is  east  and  the  center  bears 
south ;  at  the  west  point  of  the  storm  circle  the  wind  is  north  and 
the  center  bears  east,  always  90°  or  eight  points  to  the  right  of 
the  wind  point. 


284 


BEARING  OF  CENTER,  SOUTH  LATITUDE. — But  if  in  south  latitude, 
the  center  bears  eight  points  to  the  left  of  the  wind  point,  or  on 
the  left  hand,  because  in  the  southern  hemisphere  the  currents 
of  air  within  the  storm  disc  move  from  left  to  right ;  that  is, 
from  north  to  east  to  south,  and  over  west  to  north,  &c.,  right- 
handled  (with  the  sun),  or  in  the  same  direction  as  the  hands 
of  a  watch,  looking  at  its  face.  Hence,  at  the  north  point  of 
the  storm  circle  the  wind  is  west  and  the  center  bears  south;  at 
the  east  point  of  the  storm  circle  the  wind  is  north  and  the  cen- 
ter bears  west,  &c.,  always  90°  or  eight  points  to  the  left  of  the 
wind  point. 

SEMICIRCLES  OF  STORM  Disc. — The  storm  disc  is  divided  into 
two  equal  parts  by  the  line  of  the  axis  of  the  storm  track,  and 
the  portion  lying  on  the  right  side  of  this  line  (looking  in  the 
direction  of  the  storm  track)  is  termed  the  right  semicircle,  while 
the  other  half,  or  that  portion  lying  on  the  left  of  the  line,  is 
called  the  left  semicircle. 

In  the  right  semicircle  the  change  of  wind  will  be  to  the  right; 
that  is,  from  north  toward  east,  from  east  toward  south,  from 
south  toward  west,  &c.,  and  the  first  change  of  wind  will  there- 
fore indicate  that  the  ship  is  in  the  right  semicircle.  Then  put 
the  ship  on  the  starboard  tack. 

In  the  left  semicircle  the  change  of  wind  will  be  to  the  left; 
that  is,  from  north  toward  west,  from  west  toward  south,  &c., 
which  will  in  like  manner  indicate  that  the  ship  is  in  the  left 
semicircle.  Then  put  the  ship  on  the  port  tack. 

The  rule  for  the  determination  of  the  semicircle  and  the  tack 
to  heave-to  on  applies  equally  to  a/1  parts  of  the  world;  and  if 
it  be  remembered  that  the  name  of  the  semicircle,  the  direction 
of  the  change  of  the  wind,  and  the  tack  to  heave-to  on,  all  three 
correspond  to  the  same  side  of  a  given  line,  we  may  reduce  all 
that  is  necessary  to  remember,  in  order  to  place  the  ship  in  a 
safe  position  in  the  storm  disc,  to  six  words.  Doing  which,  we 
should  have : 

{"Right". . . .  ( Semicircle) . 
"Right"...  .(Wind  changes  to  the  right). 
"Starboard" (Tack  to  heave-to  on). 

(  "Left" (Semicircle). 

For  Left   SemicircJeJ  "Left" (Wind  changes  to  the  left). 

["Port'"' (Tack  to  heave-to  on). 

ON  THE  STORM  TRACK  RUN  BFFO^E  THE  .WiNn. — A  vessel  di- 
rectly on  the  track  of  the  storm,  or  ne*i'  i*  on  either  sJde.  wouM 


285 


not  experience  any  perceptible  change  of  wind,  but  would  have 
a  falling  barometer  and  rapidly-increasing  severity  of  the  weather, 
if  in  front  of  the  storm ;  and  a  rising  barometer,  with  a  gradual 
moderation  of  the  weather,  if  in  rear  of  the  storm  center. 

If  the  ship  be  put  before  the  wind  and  steered  in  one  direction 
for  a  few  hours,  she  will,  if  the  storm  be  a  revolving  storm, 
change  the  wind,  and  reveal  by  this  change  the  semicircle  of  the 
storm  into  which  she  has  run. 

To  ASCERTAIN  THE  DIRECTION  OF  THE  STORM  TRACK  BY  IN- 
SPECTION.— In  Piddington's  Sailors'  Hornbook,  charts  are  found 
upon  which  are  projected  the  tracks  of  a  number  of  storms  in 
the  Atlantic  and  Indian  Oceans  and  the  China  Seas,  including 
the  Bay  of  Bengal  and  a  portion  of  the  Pacific.  An  inspection 
of  these  charts  will  show  that  storms  in  particular  localities  gen- 
erally travel  in  the  same  direction,  and,  ordinarily,  the  probable 
course  of  a  storm  may  be  found  by  inspection  from  one  of  these 
charts,  the  approximate  position  of  the  ship  being  known.  But, 
as  there  is  no  absolute  certainty  that  every  storm  will  pass  over 
the  beaten  track,  no  opportunity  to  verify  the  tracks  on  the  charts 
or  to  ascertain  by  observation  the  approximate  course  of  the 
storm  should  be  neglected. 

To  Ascertain  the  Direction  of  the  Storm  by  Observation 

The  approximate  direction  of  the  storm  track  may  be  found  by 
plotting  the  positions  of  the  ship  and  center  on  two  or  more 
consecutive  bearings,  using  an  estimated  distance  on  the  first 
bearing,  and  keeping  an  accurate  account  of  the  ship's  way  dur- 
ing the  interval  between  the  bearings.  It  follows  here,  as  a 
matter  of  course,  that  the  greater  the  angle  between  the  bearings 
used  the  better  the  results  obtained  by  this  method. 

To  obtain  satisfactory  results  from  any  of  the  foregoing  meth- 
ods of  observation  the  ship  should  be  hove-to.  Having  deter- 
mined the  position  of  the  ship  in  the  storm  disc,  and  the  approxi- 
mate direction  of  the  storm's  forward  movement  on  its  track,  the 
Navigator  may  intelligently  so  dispose  his  vessel  as  to  incur  the 
minimum  amount  of  danger  or  reap  the  maximum  attainable  ad- 
vantage, as  the  case  may  be. 

If  it  be  necessary  to  distance  the  center  or  to  run  out  of  the 
storm  disc,  the  following. rules  should  be  observed: 

NORTHERN  HEMISPHERE. 

RIGHT  SEMICIRCLE. — Haul  by  the  wind  on  the  starboard  tack 
and  carry  sail  as  long  as  possible;  if  obliged  to  heave-to,  do  so 
on  starboard  tack. 


280 


LEFT  SEMICIRCLE. — Bring  the  wind ,  on  the  starboard  quarter. 
Note  the  direction  of  the  ship's  head  and  steer  that  course.  If 
obliged  to  heave-to,  do  so  on  port  tack. 

ON  THE  STORM  TRACK. 

IN  FRONT  OF  THE  CENTER. — Square  away  and  run  before  it.  Note 
the  course  and  keep  it,  and  trim  the  yards  when  the  wind  draws 
on  the  starboard  quarter.  If,  however,  obliged  to  heave-to,  do 
so  on  port  tack. 

IN  REAR  OF  THE  CENTER. — Run  out  with  wind  on  starboard  quar- 
ter, or  heave-to  on  starboard  tack. 

SOUTHERN  HEMISPHERE. 

RIGHT  SEMICIRCLE. — Bring  wind  on  the  port  quarter.  Note  the 
course  and  keep  it.  If  obliged  to  heave-to,  do  so  on  starboard 
tack. 

LEFT  SEMICIRCLE. — Haul  by  the  wind  on  the  port  tack.  Carry 
sail  as  long  as  possible,  and  if  obliged  to  heave-to,  do  so  on  port 
tack. 

ON  THE  STORM  TRACK. 

IN  FRONT  OF  THE  CENTER. — Run  before  it.  Note  the  course  and 
keep  it,  and  trim  the  yards  as  the  wind  gradually  hauls  on  the 
port  quarter.  If  obliged  to  heave-to,  do  so  on  the  starboard  tack. 

IN  REAR  OF  THE  CENTER. — Run  out  with  the  wind  on  port  quar- 
ter, or  heave-to  on  port  tack. 

A  rise  in  the  barometer,  improvement  of  the  weather,  and  a 
gradual  abatement  of  the  force  of  the  wind,  will  result  from  the 
above  maneuvers ;  and  the  ship  should  in  each  case  be  kept  on 
her  course  until  by  these  signs  it  is  made  evident  that  she  is  out 
of  danger. 

All  the  above  maneuvers  depends,  of  course,  on  sea-room  and 
the  ability  to  carry  sail.  If  sail  can  not  be  carried  or  land  in- 
terferes the  ship  should  be  hove-tp  on  the  starboard  tack  in  the 
Right  Semicircle,  and  on  the  port  tack  in  the  Left  Semicircle, 
and  never  otherwise. 

A  vessel  lying-to  on  the  port  tack  in  the  left  semicircle  in 
the  Northern  Hemisphere,  and  on  the  starboard  tack  in  the 
right  semicircle  in  the  Southern  Hemisphere,  lies  with  her  head 
toward  the  storm  center,  but  there  is  no  danger  in  this ;  as  hove- 
to  she  will  not  head-reach  to  any  great  extent,  and  will  therefore 


287 


not  approach  the  center  so  as 'to  endanger  the  safety  of  the  ship. 
A  vessel  so  disposed  comes  up  to  the  sea  with  every  shift  of 
wind  and  will  ride  out  the  gale  safely,  whereas  if  she  is  on  the 
opposite  tack  she  is  headed  off  by  every  shift  of  wind  and  will 
eventually  bring  the  sea  on  the  beam  and  quarter,  in  which  po- 
sition, even  if  she  does  not  founder,  she  is  certainly  likely  to  re- 
ceive serious  damage  from  the  sea. 

A  vessel  finding  herself  in  a  favorable  place  in  the  storm  circle 
may  safely  run  along  with  the  storm  in  the  following  positions: 

To  Profit  by  the  Storm. 
NORTHERN  HEMISPHERE. 

ist.  In  rear  of  center  on  the  line  of  its  axis.     Wind  on  pori 
beam. 

2d.  Anywhere  in  the  right  rear  quadrant.     Wind  on  port  side 
abaft  the  beam. 

3d.  Abreast  and  to  the  right  of  the  center.     Wind  aft. 

SOUTHERN  HEMISPHERE. 

ist.  In  rear  of  center  on  the  line  of  its  axis.     Wind  on  star- 
board beam. 

2d.  Anywhere   in  the  left  rear  quadrant.     Wind   on  starboar 
side  abaft  the  beam. 

3d.  Abreast  and  to  the  left  of  center.     Wind  aft 


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Much  valuable  information  goes  with  this  card, 
regarding  compass  terms,  etc. 

For  sale  by  all  dealers,  or  will  be  sent  to  any 
address  on  receipt  of  fifty  cents.  Send  stamps,  coin,  or 
money  order. 


CAPT.    R.   M.   PUQSLEY 

17  SOUTH  STREET  NEW  YORK  CITY 


